Hybrid locomotive adhesion control method and system

Abstract

The present application relates to the field of automatic sanding, and provides a hybrid locomotive adhesion control method and system, the method comprising: obtaining locomotive data and working conditions of the locomotive; in response to the occurrence of idling or coasting trend under the working conditions of the locomotive, judging the locomotive data according to preset comprehensive judgment conditions and executing corresponding power battery charging and discharging strategies to perform an active adhesion suppression mode; executing corresponding automatic sanding strategies according to preset sanding judgment conditions to activate or shut down automatic sanding; in response to the disappearance of idling or coasting trend under the working conditions of the locomotive and the recovery of traction force or braking force, judging the locomotive data according to preset range judgment conditions and executing corresponding power battery charging and discharging strategies to exit the idling or coasting suppression mode. The present application realizes smooth and rapid adhesion control by judging the power battery charging and discharging power and the intermediate DC link voltage under different scenarios.

Description

Technical Field

[0001] This invention relates to the field of automatic sand spreading, and more particularly to a hybrid locomotive adhesion control method and system. Background Technology

[0002] Currently, the main reference indicators for locomotive idling / coasting are the traction motor speed or acceleration, meaning that speed is the primary indicator in most cases. If the adjustment is too sensitive, torque fluctuations will be frequent, the system will be unstable, and the traction force will be affected. If the adjustment is too slow, the torque will drop significantly, which can 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 ensuring the stability of the intermediate DC link voltage during the process of triggering adhesion control.

[0003] Some existing technologies propose establishing an adhesion control system to dynamically adjust the given torque based on the calculated axle load transfer. This involves selecting the axle that first experiences idling as the master control axle (with two independent frames); using a support vector machine to identify the current rail surface state; and designing adhesion control parameters for the master and slave control axles separately for different rail surface states. However, these adhesion control systems do not consider the stability of the intermediate DC link voltage and main generator power during the adjustment process. If severe idling or coasting occurs during adjustment, large torque fluctuations can easily occur, potentially leading to overvoltage or overcurrent protection failures and affecting the normal operation of the locomotive.

[0004] Existing technologies have proposed a sand-spreading logic that comprehensively considers the actual operating conditions of locomotives to improve the intelligence of sand-spreading control and reduce manual intervention. However, it does not differentiate the sand-spreading time according to different application scenarios.

[0005] Existing technologies have proposed methods that use direct reasoning to calculate adhesion coefficient settings based on ambient temperature, weather conditions, and track attachment conditions, allowing for adaptive adjustments to the adhesion coefficient. This enables the locomotive's maximum traction limit to change in real time with road conditions, maximizing locomotive traction without wheelset slippage. When wheelset slippage is unavoidable, a nonlinear mathematical model is used to calculate the slippage risk value. This integrates multiple individual threshold judgment conditions for traditional wheelset slippage with a weighted judgment condition for situations where none of the individual threshold conditions are met, achieving a comprehensive judgment of multiple factors. However, this approach lacks consideration for the stability of intermediate DC link voltage and main generator power during control and regulation, and it is not fully applicable to hybrid locomotives. Automatic sand spreading during slippage is possible, but frequent switching on and off of sand spreading in sections with continuous slippage can lead to significant changes in adhesion under poor adhesion conditions, and there is a lack of adaptive adjustment for the automatic sand spreading start time.

[0006] Existing technologies also propose connecting the output of a hydrogen fuel cell to the first terminal of a bidirectional DC / DC converter, with the second terminal of the converter connected to both the load and the output of the power battery. The input of the power battery is connected to a charger, which in turn is connected to the load. Segmented control of the bidirectional DC / DC converter's front-end voltage and the load's front-end voltage effectively allocates control targets, ensuring their stability and preventing mutual interference. This achieves energy control and balance in the hybrid vehicle system and simplifies the control logic. However, the description of the hybrid vehicle's power, intermediate DC link control, and energy source stability control does not consider adjusting the power battery's charging and discharging power under different scenarios while also taking into account the intermediate DC link voltage.

[0007] With the widespread application of new energy locomotives, especially hybrid locomotives which involve multiple energy sources sharing an intermediate DC link, the control becomes more complex in situations of idling / coasting, and system fluctuations caused by uneven energy distribution are more likely to occur, or even trigger fault protection. Summary of the Invention

[0008] To achieve the above objectives, this invention proposes a hybrid locomotive adhesion control method, comprising: Acquire locomotive data and locomotive operating conditions; In response to the occurrence of idling or coasting trends in the locomotive's operating conditions, 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 active adhesion suppression mode. Based on the preset sand-spreading judgment conditions, execute the corresponding automatic sand-spreading strategy to activate or deactivate automatic sand-spreading; In response to the disappearance of the locomotive's idling or coasting tendency under the operating conditions and the restoration of traction or braking force, the locomotive data is judged according to the preset range judgment conditions and the corresponding power battery charging and discharging strategy is executed to exit the idling or coasting suppression mode.

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

[0010] In some embodiments, in response to the occurrence of idling trend under the operating conditions of the locomotive, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include: An idling trend has emerged; When the average acceleration of each rack exceeds the threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to idling is entered. The power battery charging and discharging strategy is as follows: In response to the fact that the power battery was in a charging state before idling, the power battery is adjusted to a charging-only state. In response to the fact that the power battery is in a discharged state before idling, the power battery will be reduced from the discharged state to the discharge power equal to 0 during the idling trend suppression phase, or the power battery will be adjusted from the no-charge and no-discharge state to the charging state when the idling trend cannot be suppressed.

[0011] In some embodiments, in response to the occurrence of a coasting trend under the operating conditions of the locomotive, the step of determining the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode further includes: A sliding trend has emerged; When the average acceleration in the locomotive data is below a threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to coasting is entered. The power battery charging and discharging strategy is as follows: In response to the traction motor speed being lower than the creep allowable speed, the power battery enters a discharge-only state.

[0012] In some embodiments, the step of executing a corresponding automatic sand-spreading strategy and activating or deactivating automatic sand-spreading according to preset sand-spreading judgment conditions includes: Automatic sand spreading is activated in response to the fulfillment of the preset sand spreading judgment conditions; Open the sand solenoid valve and execute the minimum sand spreading time X seconds for opening the sand solenoid valve; If automatic sand spreading is not reactivated within X seconds, the minimum sand spreading time is set back to X seconds. In response to the repeated activation of automatic sand spreading within X seconds, the minimum sand spreading time is increased from X seconds to Y seconds; If automatic sand spreading is reactivated within Z seconds after the minimum sand spreading time Y seconds has elapsed, the minimum sand spreading time Y seconds will be increased at this time, up to 3Y seconds. If the preset sand-spreading judgment condition is not met, automatic sand-spreading will be 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 condition is that the traction gear position 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 rotation 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 a preset range judgment condition and executing a corresponding power battery charging and discharging strategy in response to the disappearance of the idling tendency under the working condition of the locomotive and the recovery of traction force includes: In response to the disappearance of the idling tendency under the working condition of the locomotive, recover the traction force; Adjust the power battery from a charging state to a discharging state; In response to the existence of the idling tendency and the rotation speed of the traction motor not exceeding the creep allowable speed, recover to a first torque at a first loading rate; In response to that active adhesion is not triggered and the rotation speed of the traction motor exceeds the creep allowable speed, recover to a third torque at a second slope; In response to that active adhesion is triggered and the rotation speed of the traction motor exceeds the creep allowable speed, recover to a second torque at the first loading rate first, and when no idling tendency occurs after maintaining for a preset time, recover to the first torque at the second slope.

[0015] In some embodiments, the step of judging the locomotive data according to a preset range judgment condition and executing a corresponding power battery charging and discharging strategy in response to the disappearance of the sliding tendency under the working condition of the locomotive and the recovery of electric braking force includes: In response to the disappearance of the sliding tendency under the working condition of the locomotive, recover the electric braking force; Adjust the power battery from a discharge-only state to a charge-only state.

[0016] In some embodiments, the step of exiting the idling or sliding suppression mode includes: In response to that the range of SOC of the power battery is 20%<SOC<80%, exit the idling or sliding suppression mode; In response to that the range of SOC of the power battery is SOC>80%, adjust the power battery to be discharge-only, and exit the idling or sliding suppression mode when SOC<70%; In response to that the range of SOC of the power battery is SOC<20%, adjust the power battery to be charge-only, and exit the idling or sliding suppression mode when SOC>30%.

[0017] This invention proposes an apparatus 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 converter, 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 of the main generator is divided into two paths, which are respectively connected to each rectifier. The rectifier is connected in series with the chopper discharge device, and the chopper discharge device is connected in parallel with the bidirectional DC, inverter module and auxiliary converter module; The bidirectional DC converter is directly connected to the power battery, the inverter module is connected to multiple 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: This invention proposes a hybrid locomotive adhesion control method and system. The method includes: acquiring locomotive data and locomotive operating conditions; responding to the occurrence of idling or coasting trends under the locomotive's operating conditions, judging the locomotive data according to preset comprehensive judgment conditions and executing a corresponding power battery charging and discharging strategy to perform an active adhesion suppression mode; executing a corresponding automatic sand spreading strategy according to preset sand spreading judgment conditions, activating or deactivating automatic sand spreading; responding to the disappearance of idling or coasting trends under the locomotive's operating conditions and the recovery of traction or braking force, judging the locomotive data according to preset range judgment conditions and executing a corresponding power battery charging and discharging strategy to exit the idling or coasting suppression mode.

[0019] This invention obtains the locomotive's ground reference speed and sets a variable creep allowable speed based on the power battery's SOC. When the microcomputer system determines that there is a tendency for slippage / coasting, based on the original traction motor speed as the main reference, it achieves smooth and rapid adhesion control by judging the power battery's charging and discharging power and taking into account the intermediate DC link voltage under different scenarios. This reduces system fluctuations and fault protection situations caused by slippage / coasting in hybrid locomotives, and improves the stability of the locomotive. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart of a hybrid locomotive adhesion control method provided by the present invention; Figure 2A flowchart illustrating the active adhesion (idle slip) suppression control strategy under traction conditions, as provided by an embodiment of the adhesion control method for hybrid locomotives according to the present invention. Figure 3 A flowchart illustrating the active adhesion (slippage) suppression control strategy under electric braking conditions, as an embodiment of the adhesion control method for hybrid locomotives provided by the present invention. Figure 4 A flowchart illustrating the active adhesion traction / electric braking suppression exit process of an embodiment of the adhesion control method for hybrid locomotives provided by the present invention; Figure 5 This is an automatic sand-spreading control flowchart of an embodiment of a hybrid locomotive adhesion control method provided by the present invention; Figure 6 The present invention provides an electrical topology diagram of a hybrid locomotive with an adhesion control system. Figure 7 A schematic diagram of the structure of an embodiment of the computer device provided by the present invention; Figure 8 This is a schematic diagram of an embodiment of the computer-readable storage medium provided by the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to specific examples and the accompanying drawings.

[0023] It should be noted that all uses of "first" and "second" in the embodiments of the present invention are for the purpose of distinguishing two entities or parameters with the same name but different names. It is clear that "first" and "second" are only for the convenience of expression and should not be construed as limiting the embodiments of the present invention. Subsequent embodiments will not explain this in detail.

[0024] This invention proposes an adhesion control method for hybrid locomotives. Please refer to [link / reference]. Figure 1 ,include: Acquire locomotive data and locomotive operating conditions; In response to the occurrence of idling or coasting trends in the locomotive's operating conditions, 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 active adhesion suppression mode. Based on the preset sand-spreading judgment conditions, execute the corresponding automatic sand-spreading strategy to activate or deactivate automatic sand-spreading; In response to the disappearance of the locomotive's idling or coasting tendency under the operating conditions and the restoration of traction or braking force, the locomotive data is judged according to the preset range judgment conditions and the corresponding power battery charging and discharging strategy is executed to exit the idling or coasting suppression mode.

[0025] This invention obtains the locomotive's ground reference speed and sets a variable creep allowable speed based on the power battery's state of charge (SOC). When the microcomputer system determines that there is a tendency for slippage / coasting, it achieves smooth and rapid adhesion control by adjusting the power battery's charging and discharging power and considering the intermediate DC link voltage under different scenarios, building upon the original method which primarily uses traction motor speed as a reference. This reduces system fluctuations and fault protection events caused by slippage / coasting in hybrid locomotives, thus improving locomotive stability. This invention also adaptively adjusts the automatic sand-spreading activation time during continuous slippage, and is applicable to the energy change characteristics of both locomotives and hybrid locomotives during slippage, taking into account factors such as gear position, power, and torque.

[0026] Direct current (DC) has very high voltage stability because it is a fixed-level current. When the DC power supply voltage is stable, the output voltage will not fluctuate significantly. This ensures a continuous and stable power supply for the locomotive during operation, thereby reducing operational instability caused by voltage fluctuations. The stability of DC voltage helps protect the locomotive's electrical system from damage caused by voltage fluctuations. A stable power supply can reduce the failure rate of electrical components and improve the reliability and lifespan of the system.

[0027] The primary function of adhesion control is to optimize the utilization of adhesion force, enabling locomotives to operate safely and smoothly. By precisely controlling the adhesion force between the wheel and rail, wheel spin or slippage can be suppressed, reducing safety risks such as wheel-rail abrasion and derailment. Precise control of the locomotive's adhesion force allows for the maximum acquisition of traction or braking force, ensuring the full utilization of the locomotive's traction or braking power, reducing unnecessary energy loss, and improving energy efficiency. Suppressing wheel spin or slippage reduces mechanical wear between the wheel and rail, extending the service life of the locomotive and track, and lowering maintenance costs. The system can predict the optimal adhesion point under current operating conditions in real time and adjust the locomotive's performance according to changes in rail surface conditions, maintaining stable operating performance under different rail surface conditions. This allows the locomotive to better cope with complex operating environments, such as slopes and curves, improving operating efficiency and safety.

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

[0029] This invention proposes multiple methods to obtain the locomotive's reference speed, enabling the setting of a creep-allowable speed based on the variable SOC state of the power battery, as detailed below: When the locomotive is loaded, the TCMS sends torque references and speed limits to each converter, and the converters provide torque and speed feedback to the TCMS. Torque limiting takes effect during normal gear changes; speed limiting takes effect when wheels slip or other situations prevent the rated power or torque from being reached. The TCMS sends a speed limit value (TxN±dN) to each traction converter, where TxN is the traction motor speed of each frame based on a reference speed conversion, and dN is a percentage of the absolute value of the locomotive's ground reference speed. The locomotive can collect radar speed, or, if the locomotive has non-powered axles, the speed of the non-powered axles. If neither of these is available, the locomotive's traction motor speed is used to calculate a relatively stable ground reference speed in real time through algorithm processing. This patent describes the locomotive using radar speed as the reference speed. The locomotive's TCMS collects radar speed, and under the premise that the radar speed is valid (i.e., the radar is fault-free and the radar speed is greater than the minimum acceptance threshold speed), the entire vehicle uses the radar speed as the ground reference speed. In traction mode, the value of TxN + dN is positive when moving forward and negative when moving in the opposite direction. In electric braking mode, the value of (TxN - dN) is positive when moving forward and negative when moving in the opposite direction (-TxN + dN). A suitable tendency for the locomotive to slip will help to maximize traction. At this time, the locomotive is in a creeping state. The locomotive's creep speed reference = locomotive-to-ground reference speed (±TxN) + allowable creep speed (±dN). The allowable creep speed = ground reference speed * X%. The value of X is a variable value in hybrid locomotives. Since active and smooth suppression of slip / coasting can be achieved through rapid and stable charging and discharging power conversion between the power battery and bidirectional DC, while also considering the intermediate DC link voltage, the allowable creep speed can be appropriately increased when the power battery SOC is between 20% and 80% and has sufficient charge and discharge margin. X is a constant A. For other SOC ranges, X is a constant B, and A is greater than B.

[0030] Creep is a phenomenon where a locomotive slides due to insufficient friction between the tires and the ground during operation. Excessive creep speed can lead to instability and even traffic accidents. By setting a creep allowable speed based on the state of charge (SOC), the creep speed can be precisely controlled according to the actual conditions of the locomotive and the battery status, thereby improving the locomotive's stability.

[0031] Dynamically adjusting the creep speed based on the battery's State of Charge (SOC) ensures optimal power output for the locomotive at different battery charge levels. When the SOC is high, a higher creep speed can be set to fully utilize the remaining battery charge; conversely, when the SOC is low, the creep speed is reduced to minimize excessive battery consumption, thus protecting the battery and extending its lifespan. Dynamic adjustment of the creep speed also allows for more precise power distribution. For example, during start-up or acceleration, the creep speed can be appropriately increased to quickly respond to the driver's power demands; while during constant speed travel or deceleration, the creep speed is reduced to minimize unnecessary power consumption.

[0032] Based on a variable SOC (State of Charge) creep allowable speed setting, power output can be precisely controlled according to the remaining battery charge and the actual needs of the locomotive, reducing unnecessary energy waste and improving the locomotive's energy efficiency. By optimizing power distribution and reducing energy waste, the variable SOC creep allowable speed setting can also help extend the locomotive's driving range.

[0033] In some embodiments, please refer to Figure 2 In response to the locomotive's idling trend under operating conditions, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include: An idling trend has emerged; When the average acceleration of each rack exceeds the threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to idling is entered. The power battery charging and discharging strategy is as follows: In response to the fact that the power battery was in a charging state before idling, the power battery is adjusted to a charging-only state. In response to the fact that the power battery is in a discharged state before idling, the power battery will be reduced from the discharged state to the discharge power equal to 0 during the idling trend suppression phase, or the power battery will be adjusted from the no-charge and no-discharge state to the charging state when the idling trend cannot be suppressed.

[0034] This invention proposes an active adhesion suppression mode under traction conditions. After entering this mode, the original SOC-based power battery charge / discharge control strategy is ignored. Instead, based on the power battery's pre-entry charge / discharge state, a strategy of charging only, discharging only to replenish, replenishing without discharging, and discharging only to replenish is implemented. When active adhesion suppression is achieved through power battery discharge under traction conditions, the rate of change of discharge power varies with the intermediate DC link voltage and the difference between the discharge power and the protection voltage, suppressing system instability caused by drastic changes in discharge power. When adhesion control is achieved through power battery charging under traction conditions, the system enters a state of no-load operation when the creep allowable speed is below the allowable speed. During the transition to a stable and suppressed trend, the charging power of the power battery increases at a fixed slope. When adhesion control is achieved through power battery charging control under traction conditions, the diesel engine power remains constant when the creep allowable speed is exceeded, employing a main engine weak excitation regulation rate and a strong DC / DC regulation control strategy. When adhesion control is achieved through power battery charging control under traction conditions, when the creep allowable speed is exceeded, a charging control state that considers the intermediate DC link voltage is entered. The charging power increases with the increase of the intermediate DC link voltage to prevent overvoltage caused by a sudden voltage surge due to excessively rapid torque reduction. Details are as follows: Under traction conditions, a suitable tendency for idling will help to maximize traction. Below the permissible creep speed, a sudden increase in traction motor speed or a speed difference between the two traction motors will not affect traction. Only when the average acceleration of each frame exceeds a certain threshold, and the corresponding frame's power battery SOC is within the 10%-90% usable range with no faults and the DC / DC converter is fault-free, will the locomotive enter an active adhesion (idling) suppression mode. In this mode, while maintaining the traction gear, the current diesel engine power output value is kept constant, and the power battery's existing charging and discharging strategy based on SOC is abandoned, and adjusted to: 1) If the battery is in a charging state before idling, the charging control of the power battery is adjusted by DC / DC. 2) If the machine is in a discharging state before idling, it will enter the discharging 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] Specifically, regarding 1) if the battery is in a charging state before idling, the following explanation is provided regarding the DC / DC regulation of the power battery charging control: Assuming the power battery is in a charging state or initially in a charging state, in this state, the diesel engine excitation maintains two indicators: diesel engine power and voltage. The power battery maintains the lower limit voltage U3 through bidirectional DC. When an idling trend appears, it enters the idling trend stabilization and suppression stage, recording 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 with a fixed slope K. At this time, the increase in power battery charging power equals the decrease in traction power. 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. At the same time, the front frame torque output value, the second torque Tq2, before exceeding the creep allowable speed is recorded. At this time, the power battery and DC / DC regulation take the lead, slowing down the diesel engine control main generator excitation regulation rate to prevent intermediate DC link voltage fluctuations caused by simultaneous regulation of the diesel engine and power battery. It enters a 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 sharply. P2 = P1 - K(U1 + NU), where 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 upper limit voltage setting value of charging power, and U1 + N < the protection value of the intermediate DC link voltage of the front frame, and K is the charging adjustment coefficient. When U >= U1 + N, the power battery is charged at the maximum power. That is, during this process, the charging power of the power battery increases with the increase of the intermediate DC link voltage. If the intermediate DC link voltage continues to increase, the voltage is suppressed by adjusting the braking chopper. Conversely, during the drop in the intermediate DC link voltage, if the idling trend does not disappear, the current charging power remains unchanged. The charging power will not decrease with the decrease in intermediate voltage to prevent the reduction in charging power from being converted into traction power, which would cause torque fluctuations and exacerbate the idling trend. If the idling trend disappears, the charging power decreases with the decrease in intermediate DC link voltage. During the drop in intermediate DC link voltage, if the intermediate DC link voltage is less than the minimum charging voltage line U3 controlled by the DC / DC converter of the power battery, the charging power of the power battery will decrease to 0. However, the power battery will not immediately switch to a discharging state to prevent power fluctuations caused by system fluctuations during the charge-discharge transition. At the same time, under traction conditions, 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] Specifically, regarding 2) if the idling process is in a discharging state, the following explanation is given based on the degree of idling: -> discharge power is 0 or neither charging nor discharging -> transition to charging state: Assume that the power battery is in a discharge state, with the target power of the diesel engine being P_diesel and the target voltage of the diesel engine being U1, the target voltage of the power battery being U2, and the real-time detected intermediate DC link voltage being U, satisfying U2 ≤ U ≤ U1. If the front bogie has an idling tendency at this time, it enters the idling tendency smooth suppression stage, and the current front bogie torque output value, which is the first torque Tq1, is recorded. When the intermediate DC link voltage U < (intermediate DC link voltage protection value - N), where N is a constant, the discharge power of the power battery is preferentially reduced with a slope K. If the intermediate DC link voltage U > (intermediate DC link voltage protection value - N), the slope is the first slope K1 and the first slope K1 < K, so as to prevent the discharge power of the power battery from decreasing too fast, which would cause the front bogie torque to decrease too rapidly. This process continues until the discharge power of the power battery of the front bogie is reduced to 0. During this process, if the intermediate DC link voltage U - N > the voltage target value U2 of DC / DC1 caused by torque reduction, where N is a constant, the power battery will not switch to the charging mode, so as to prevent system fluctuation caused by frequent charging and discharging switching due to voltage mutation. If the rotating speed of the traction motor exceeds the allowable creep speed during this process, the front bogie torque value at the previous moment, which is the second torque Tq2, is recorded. If the discharge power of the power battery of the front bogie is reduced to 0, the power battery maintains a neither charging nor discharging state. If the idling tendency still cannot be suppressed after maintaining this state for a certain period of time, DC / DC1 controls the power battery to enter the charging state.

[0037] Power battery charging and discharging strategy Under traction conditions, the locomotive requires sufficient power to overcome resistance and accelerate. The power battery charging and discharging strategy can accurately adjust power output and avoid unnecessary energy waste.

[0038] Under traction conditions, if the battery is under high load for a long time, it may cause overcharging or over-discharging of the battery, thereby damaging the performance and service life of the battery. The SOC state of the battery is monitored, and the charging and discharging process is adjusted when necessary to prevent overcharging or over-discharging of the battery. By accurately controlling the charging and discharging process of the power battery, it can ensure that the locomotive operates in an optimal state under traction conditions, thereby improving traction efficiency.

[0039] In some embodiments, please refer to Figure 3 , in response to the occurrence of a sliding tendency under the working condition of the locomotive, judge the locomotive data according to the preset comprehensive judgment conditions and execute the corresponding power battery charging and discharging strategy. The step of entering the active adhesion suppression mode further comprises: a sliding tendency occurs; in response to that the average acceleration in the locomotive data is lower than a threshold value, the SOC of the power battery ranges from 10% to 90%, and DC / DC has no fault, execute the corresponding power battery charging and discharging strategy and enter the active adhesion suppression mode corresponding to sliding; wherein the power battery charging and discharging strategy is: In response to the traction motor speed being lower than the creep allowable speed, the power battery enters a discharge-only state.

[0040] This invention proposes a discharge-only control strategy for the power battery under electric braking conditions, when there is a tendency to coast or the traction motor speed is lower than the allowable creep speed, triggering a reduction in braking torque. The specific details are as follows: When the locomotive is under electric braking conditions, below the permissible creep speed, a sudden drop in traction motor speed or a speed difference between the two traction motors does not affect the braking force. Only when the average acceleration of the corresponding frame is below a certain threshold, and the power battery of that frame is engaged and its SOC is within the 10%-90% usable range, and the DC / DC converter is fault-free, will it enter active coasting suppression mode. When there is a tendency to coast or the traction motor speed drops below the permissible creep speed, triggering a reduction in braking torque, the power battery enters a discharge-only phase, where U1 is the DC / DC1. The target voltage values ​​are: U2 is the intermediate DC link voltage currently collected by the microcomputer, U3 is the highest voltage of the braking chopper, and U4 is the lowest voltage of the diesel engine under electric braking conditions. U1 is the largest and U4 is the smallest. At this time, the intermediate DC link voltage is raised to (U3-N) by discharging the power battery, where N is a constant. This strategy prevents the bus undervoltage caused by a sudden drop in intermediate DC link voltage due to a rapid decrease in electric braking force. In addition, U3-N>U4 throughout the process, preventing system fluctuations caused by switching between the two energy sources of the power battery and the diesel engine.

[0041] In electric braking mode, the locomotive converts kinetic energy into electrical energy through the reverse action of the electric motor, which is then stored in the power battery. At this time, employing a power battery charge / discharge control strategy maximizes the recovery of braking energy and improves energy recovery efficiency. This not only extends the driving range of the power battery but also reduces energy loss during braking, improving the overall energy efficiency of the locomotive. The active adhesion suppression mode aims to optimize the adhesion between the wheels and the track (or road surface) to improve braking performance and ensure stable braking force output. By precisely controlling the charging and discharging process of the power battery, precise adjustment of braking force can be achieved, improving the response speed and stability of the braking system. This helps to shorten braking distance and enhance locomotive safety.

[0042] In some embodiments, please refer to Figure 5 The step of executing the corresponding automatic sand-spreading strategy and activating or deactivating automatic sand-spreading according to the preset sand-spreading judgment conditions includes: Automatic sand spreading is activated in response to the fulfillment of the preset sand spreading judgment conditions; Open the sand solenoid valve and execute the minimum sand spreading time X seconds for opening the sand solenoid valve; If automatic sand spreading is not reactivated within X seconds, the minimum sand spreading time is set back to X seconds. In response to the repeated activation of automatic sand spreading within X seconds, the minimum sand spreading time is increased from X seconds to Y seconds; If automatic sand spreading is reactivated within Z seconds after the minimum sand spreading time Y seconds has elapsed, the minimum sand spreading time Y seconds will be increased at this time, up to 3Y seconds. If the preset sand-spreading judgment condition is not met, automatic sand-spreading will be turned off, and the minimum sand-spreading time will be restored to X seconds within W minutes.

[0043] This invention proposes an adaptive sand-spreading control strategy with variable sand-spreading time based on idling trend determination, as detailed below: Each time an automatic sand-spreading request is activated, TCMS will enforce a minimum sand valve opening time of X seconds. If an automatic sand-spreading request is repeated within X seconds, the minimum sand-spreading time will increase from X seconds to Y seconds, where Y > X. During these Y seconds, the sand-spreading on / off 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 within Z seconds, the minimum sand-spreading time will be increased by another Y seconds, up 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 significantly improves the contact between wheels and rails, especially in rainy or snowy weather or when the wheel and rail surfaces are oily. Sanding effectively increases the adhesion coefficient between the wheels and rails, preventing wheel slippage or wheel spin, thus ensuring that the locomotive's traction and braking forces are fully utilized. Under traction conditions, proper sanding optimizes the locomotive's traction performance, enabling it to travel more stably and efficiently. Under braking conditions, sanding increases the friction between the wheels and rails, thereby shortening the braking distance and improving the locomotive's braking efficiency.

[0045] In some embodiments, please refer to Figure 5 The preset sand-spreading judgment conditions are: 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 suppression state.

[0046] Automatic sand-spreading activation strategy: The sand-spreading of each aircraft can be controlled independently. The automatic sand-spreading control strategy is as follows: 1) The power feedback of a rack is less than a certain percentage of the rack's power reference value; 2) The torque feedback of this frame is less than a certain percentage of the frame's torque reference value; 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 allowable creep speed, the TCMS will activate the automatic sand spreading control. Alternatively, when the traction gear is greater than N and the power battery enters the adhesion suppression state, the TCMS activates automatic sand spreading control. The initial sand-spreading time for all automatic sand-spreading systems is X seconds.

[0047] Automatic sand application shutdown 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 suppression state is exited, or when it is detected that the speed of all wheels is less than the creep allowable speed for a period of time, the automatic sand application will request to be turned off.

[0048] In some embodiments, please refer to Figure 2 The step of responding to the disappearance of the locomotive's idling trend and the recovery of traction under the locomotive's operating conditions, and then judging the locomotive data according to the preset range judgment conditions and executing the corresponding power battery charging and discharging strategy includes: In response to the disappearance of the locomotive's idling tendency under operating conditions, the traction force is restored; Adjust the power battery from a charging state to a discharging state; In response to the presence of an idling tendency and the fact that the rotational speed of the traction motor does not exceed the creep allowable speed, the torque is restored to the first load rate. In response to the failure to trigger active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it will recover to the third torque with a second slope; In response to the triggering of active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it first recovers to the second torque with a first loading rate. When no idling trend occurs after maintaining the preset time, it recovers to the first torque with a second slope.

[0049] This invention proposes an adaptive traction load rate recovery control strategy based on different adhesion triggering conditions under traction conditions. Under traction conditions, for sections with continuous slippage, the traction force corresponding to the current maximum adhesion coefficient can be quickly located through active adhesion adjustment within the allowable creep speed range. Specifically: 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 switch the power battery from the charging state to the discharging state. The energy converted in this process is converted into the front frame traction torque. During traction recovery, three scenarios are considered: 1) If the torque reduction is due to a tendency to slip but does not exceed the allowable creep speed, the torque is restored to the first torque Tq1 using the first slope K1 loading rate and maintained for a period of time; 2) If active adhesion suppression is not triggered and the traction motor speed directly exceeds the allowable creep speed, resulting in a torque reduction, the torque is restored to the third torque Tq3 using the second slope K2 and maintained for a certain period of time; 3) If both active adhesion suppression and creep speed are triggered, resulting in a reduction in traction torque, the torque is first restored to the second torque Tq2 using the first slope K1 loading rate, with the second torque Tq2 assumed to be the traction force corresponding to the maximum adhesion coefficient. This is maintained for a period of time. If no slippage trend appears, the torque is then restored to the first torque Tq1 using the second slope K2 loading rate and maintained for a certain period of time. The torque loading rate of the first slope K1 > the second slope K2. In the past, during locomotive adhesion control, it was difficult to determine the traction force corresponding to the maximum adhesion coefficient in cases of continuous slippage. Usually, the torque value is based on the torque value when slippage reappears during traction recovery after the slippage disappears. The determination strategy in this patent is that when the active adhesion suppression is in effect, and the traction force is reduced smoothly through the rapid energy conversion of the power battery, if the speed of the traction motor still exceeds the creep allowable speed, triggering more severe idling, then the torque Tq2 at this time can be determined as the torque corresponding to the maximum adhesion system. Compared with the previous determination strategy, this significantly shortens the time for determining the traction force corresponding to the maximum adhesion coefficient and improves the traction force output under idling conditions.

[0050] It can adjust the traction load rate according to real-time conditions, and respond quickly to changes in the environment or load, thereby improving dynamic response capabilities. It can maintain a more stable operating state, reducing fluctuations caused by load changes or external interference, and improving the overall system stability. It monitors the load in real time and adjusts the traction load rate when necessary to prevent system overload, thus avoiding potential safety hazards. It can adjust the traction load rate according to the load conditions, enabling the system to operate more efficiently, thereby reducing energy waste and improving energy utilization efficiency.

[0051] In some embodiments, please refer to Figure 3 The step of responding to the disappearance of the gliding trend under the locomotive's operating conditions and the restoration of electric braking force, and then judging the locomotive data according to the preset range judgment conditions and executing the corresponding power battery charging and discharging strategy includes: When the locomotive's tendency to coast disappears under operating conditions, the electric braking force is restored; Adjust the power battery from a discharge-only non-charging state to a charge-only non-discharge state.

[0052] The present invention proposes that under the electric braking condition, when the coasting trend ends and the electric braking force recovers, the power battery adopts a control strategy of quickly switching to charge-only non-discharge; the details are as follows: When the coasting trend ends and the electric braking force recovers, the power battery is quickly switched to the charging mode to prevent system overvoltage caused by rapid recovery of electric braking force. The control strategy is P2 = P1-K(U1-N-U2), where K is the charging adjustment coefficient, P1 is the upper limit of charging power, and P2 is the current real-time charging power. When U2>=U1-N, P2=P1. That is, the charging power increases as the voltage of the intermediate link increases, and conversely, the charging power decreases as the voltage of the intermediate DC link decreases. If the voltage still increases after exceeding the maximum charging power, the braking chopper is finally activated to adjust the voltage of the intermediate DC link.

[0053] According to the control strategy, the magnitude and distribution of electric braking force are adjusted, 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 step of exiting the idling or coasting suppression mode includes: In response to the SOC of the power battery being in the range of 20% < SOC < 80%, exit the idling or coasting suppression mode; In response to the SOC of the power battery being in the range of SOC > 80%, adjust the power battery to discharge-only non-charging, and exit the idling or coasting suppression mode until SOC < 70%; In response to the SOC of the power battery being in the range of SOC < 20%, adjust the power battery to charge-only non-discharge, and exit the idling or coasting suppression mode until SOC > 30%.

[0055] The present invention proposes that after the idling / coasting trend disappears, corresponding charging and discharging operations shall be carried out according to the SOC state of the power battery, and the idling / coasting suppression state can be completely exited only after the SOC meets the requirements; the details are as follows: After the wheelslip / coasting trend disappears and the traction / braking force is restored, if 20% < SOC of the power battery < 80%, the power battery and the bidirectional DC / DC directly exit the wheelslip / coasting suppression mode; if SOC > 80%, the power battery enters a state of only discharging but not charging, and when the SOC drops below 70% through discharging, the power battery and the bidirectional DC / DC directly exit the wheelslip / coasting suppression mode; if SOC < 20%, the power battery enters a state of only charging but not discharging, and when the SOC rises above 30% through charging, the power battery and the bidirectional DC / DC exit the wheelslip / coasting suppression mode. If adhesion control is triggered again during the recovery of traction / braking force, adjustment shall be carried out according to the above control strategy.

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

[0057] The present invention provides a device for applying the adhesion control method of a hybrid locomotive, please refer to Figure 6 , comprising: a diesel engine, a main generator, a rectifier device, a chopper discharge device, a traction inverter, a traction motor, a bidirectional DC / 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 / DC, the inverter module and the auxiliary converter module; The bidirectional DC / 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 variable creep allowable speed based on the SOC of the power battery by obtaining the locomotive ground reference speed setting. When the microcomputer system determines that there is a wheelslip / coasting trend, it ignores the original power battery charging and discharging strategy based on SOC, comprehensively makes judgment according to conditions including traction / electric braking working conditions, whether the speed exceeds / falls below the creep allowable speed, and taking into account the intermediate DC link voltage, and adopts different main generator excitation and power battery charging and discharging strategies to suppress and control wheelslip / coasting. In this process, the traction force corresponding to the maximum adhesion coefficient under the current wheelslip trend can be quickly located, and an adaptive sand spreading control strategy is adopted according to the judgment of conditions such as short-term wheelslip and continuous wheelslip, so as to realize accurate and stable adhesion control of the hybrid locomotive.

[0059] Taking a hybrid locomotive adopting an axle-control (bogie-control) structure as an example, starting from the topology Figure 1 The electrical topology diagram of a hybrid locomotive shows the following components: diesel engine, main generator, main rectifier, intermediate DC circuit, chopper discharge device, main drive system (traction converter and traction motor), bidirectional DC circuit and power battery, auxiliary converter, and auxiliary drive system. The chopper discharge device mainly consists of an IGBT chopper module connected in series with a braking resistor. The locomotive's TCMS controls the start and stop of the chopper discharge device. Therefore, the chopper device only operates when the voltage increase in the intermediate DC circuit becomes uncontrollable, serving as overvoltage protection and rapid discharge. Taking the locomotive's first circuit as an example, after the generator starts working, the AC power is converted to DC power by the main generator rectifier. The locomotive has two intermediate DC circuits. The first DC power output is to the main drive system and auxiliary converter. The power battery is connected in parallel to the intermediate DC circuit through bidirectional DC voltage regulation control. Depending on the overall vehicle control requirements, the power battery can serve as both a power source and a charging device.

[0060] The basic design principle is as follows: Based on the energy flow characteristics of hybrid locomotives, P diesel engine + P power battery = P traction converter + P auxiliary system. Both the P power battery and P traction converter have bidirectional energy flow. When the locomotive exhibits a tendency to idle under traction conditions, the locomotive gear remains unchanged, the diesel engine power remains constant, and the power consumption of the auxiliary equipment does not change abruptly. Under the requirements of the TCMS vehicle control system, and while maintaining a stable intermediate DC link voltage, the P power battery can achieve rapid switching between charging and discharging power, thereby indirectly achieving smooth and rapid adjustment of the corresponding frame's power input. This transforms the original passive torque regulation based on the variable speed of the traction motor into a controllable method of adjusting the charging and discharging power of the power battery to regulate torque output. When the locomotive exhibits a tendency to coast under electric braking conditions, the power battery employs a strategy of only discharging and only charging before and after coasting recovery, respectively, to ensure smooth operation of the intermediate DC link during electric braking coasting.

[0061] Based on the same inventive concept, according to another aspect of the present invention, such as Figure 7 As shown, an embodiment of the present invention also 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, it performs the steps of the method described above.

[0062] Based on the same inventive concept, according to another aspect of the present invention, such as Figure 8 As shown, embodiments of the present invention also provide a computer-readable storage medium 40, which stores a computer program 410 that, when executed by a processor, performs the methods described above.

[0063] Embodiments 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, wherein the processor executes any of the methods described above 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 this 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, thereby implementing the above-described method.

[0065] The memory may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the device. Furthermore, the memory may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In embodiments, the memory may optionally include memory remotely located relative to the processor, which can be connected to the local module via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0066] Finally, it should be noted that those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. The storage medium for the program can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc. The above computer program embodiments can achieve the same or similar effects as any of the corresponding foregoing method embodiments.

[0067] Those skilled in the art will also understand that the 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 both. To clearly illustrate this interchangeability between hardware and software, the functionality of various illustrative components, blocks, modules, circuits, and steps has been generally described. Whether this functionality is implemented as software or as hardware depends on the specific application and the design constraints imposed on the system as a whole. Those skilled in the art can implement the functionality in various ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the embodiments disclosed herein.

[0068] The above are exemplary embodiments disclosed in this invention. However, it should be noted that various changes and modifications can be made without departing from the scope of the embodiments of this invention as defined by the claims. The functions, steps, and / or actions of the methods according to the disclosed embodiments described herein do not need to be performed in any particular order. The sequence numbers of the disclosed embodiments of this invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. Furthermore, although the elements disclosed in the embodiments of this invention may be described or claimed individually, they may be understood as multiple unless explicitly limited to a singular number.

[0069] It should be understood that, as used herein, the singular form “a” is intended to include the plural form 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 of one or more of the associated listed items.

[0070] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of different aspects of the invention exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A hybrid locomotive adhesion control method, characterized in that, include: Acquire locomotive data and locomotive operating conditions; In response to the occurrence of idling or coasting trends in the locomotive's operating conditions, 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 active adhesion suppression mode. Based on the preset sand-spreading judgment conditions, execute the corresponding automatic sand-spreading strategy to activate or deactivate automatic sand-spreading; In response to the disappearance of the locomotive's idling or coasting tendency under the operating conditions and the restoration of traction or braking force, the locomotive data is judged according to the preset range judgment conditions and the corresponding power battery charging and discharging strategy is executed to exit the idling or coasting suppression mode.

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

3. The hybrid locomotive adhesion control method according to claim 2, characterized in that, In response to the locomotive's idling trend under operating conditions, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include: An idling trend has emerged; When the average acceleration of each rack exceeds the threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to idling is entered. The power battery charging and discharging strategy is as follows: In response to the fact that the power battery was in a charging state before idling, the power battery is adjusted to a charging-only state. In response to the fact that the power battery is in a discharged state before idling, the power battery will be reduced from the discharged state to the discharge power equal to 0 during the idling trend suppression phase, or the power battery will be adjusted from the no-charge and no-discharge state to the charging state when the idling trend cannot be suppressed.

4. The hybrid locomotive adhesion control method according to claim 2, characterized in that, In response to the occurrence of a coasting trend under the locomotive's operating conditions, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy, and entering the active adhesion suppression mode, further include: A sliding trend has emerged; When the average acceleration in the locomotive data is below a threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to coasting is entered. The power battery charging and discharging strategy is as follows: In response to the traction motor speed being lower than the creep allowable speed, the power battery enters a discharge-only state.

5. The hybrid locomotive adhesion control method according to claim 2, characterized in that, The step of executing the corresponding automatic sand-spreading strategy and activating or deactivating automatic sand-spreading according to the preset sand-spreading judgment conditions includes: Automatic sand spreading is activated in response to the fulfillment of the preset sand spreading judgment conditions; Open the sand solenoid valve and execute the minimum sand spreading time X seconds for opening the sand solenoid valve; If automatic sand spreading is not reactivated within X seconds, the minimum sand spreading time is set back to X seconds. In response to the repeated activation of automatic sand spreading within X seconds, the minimum sand spreading time is increased from X seconds to Y seconds; If automatic sand spreading is reactivated within Z seconds after the minimum sand spreading time Y seconds has elapsed, the minimum sand spreading time Y seconds will be increased at this time, up to 3Y seconds. In response to the fact that the preset sanding judgment condition is not satisfied, automatic sanding is turned off, and the minimum sanding time will be restored to X seconds within W minutes.

6. The hybrid locomotive adhesion control method according to claim 5, characterized in that, The preset sanding judgment condition is that the traction gear is greater than N, the power feedback is less than the preset percentage of the power reference value, the torque feedback is less than the preset percentage of the torque reference value, the maximum rotation speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion suppression state.

7. The hybrid locomotive adhesion control method according to claim 3, characterized in that, In response to the disappearance of the idle rotation trend under the working condition of the locomotive and the recovery of traction 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 idle rotation trend under the working condition of the locomotive, restore the traction force; Adjust the power battery from the charging state to the discharging state; In response to the existence of an idle rotation trend and the rotation speed of the traction motor does not exceed the creep allowable speed, restore to the first torque at the first loading rate; In response to that active adhesion is not triggered and the rotation speed of the traction motor exceeds the creep allowable speed, restore to the third torque at the second slope; In response to that active adhesion is triggered and the rotation speed of the traction motor exceeds the creep allowable speed, first restore to the second torque at the first loading rate, and when no idle rotation trend occurs after maintaining for a preset time, restore to the first torque at the second slope.

8. The hybrid locomotive adhesion control method according to claim 4, characterized in that, In response to the disappearance of the sliding trend under the working condition of the locomotive and the recovery of 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 sliding trend under the working condition of the locomotive, restore the electric braking force; Adjust the power battery from the discharge-only state to the charge-only state.

9. The hybrid locomotive adhesion control method according to claim 1, characterized in that, The step of exiting the idle rotation or sliding suppression mode includes: In response to that the SOC of the power battery meets 20% < SOC < 80%, exit the idle rotation or sliding suppression mode; In response to that the SOC of the power battery meets SOC > 80%, adjust the power battery to the discharge-only state, and exit the idle rotation or sliding suppression mode when SOC < 70%; In response to that the SOC of the power battery meets SOC < 20%, adjust the power battery to the charge-only state, and exit the idle rotation or sliding suppression mode when SOC > 30%.

10. The apparatus for applying the adhesion control method for hybrid locomotives according to any one of claims 1-9, characterized in that, Comprises: 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, which are 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.

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