Tunnel traction locomotive and range extending system thereof

Abstract

The invention relates to a tunnel traction locomotive and a range extending system thereof, and belongs to the technical field of tunnel construction equipment. According to the tunnel traction locomotive and the range extending system thereof, the problem of insufficient endurance of the tunnel traction locomotive in long-distance tunnel construction can be solved, and meanwhile, in combination with the operation characteristics of the tunnel traction locomotive, when the range extender is started, according to the average power output under the corresponding tunnel entering and exiting working conditions obtained through historical data statistics, the range extender is started. The working condition prediction of the locomotive in the current driving state is realized, the operation rule of the tunnel traction locomotive is well utilized, the output power of the range extender is not frequently changed, the efficiency is high, fuel oil is saved, the power battery is charged when the power has allowance, and electric energy is also saved.

Description

Technical Field

[0001] The invention relates to a tunnel traction locomotive and a range-increasing system thereof, belonging to the technical field of tunnel construction equipment. Background Art

[0002] Tunnel traction locomotives are mainly used in tunnel excavation construction and transportation for subways, highways, railways, electricity and water diversion, and are responsible for the transportation of materials such as slag, mortar, pipe segments, rails and grease. Tunnel excavation construction generally uses belt conveyors to discharge slag, and tunnel traction locomotives transport pipe segments and other materials into the tunnel with heavy loads, and the direction is backward; the exit is light load, and the direction is forward. When the tunnel is excavated uphill, the entry is uphill and the exit is downhill; when the tunnel is excavated downhill, the entry is downhill and the exit is uphill. At present, tunnel traction locomotives have two drive forms: pure electric and internal combustion. For tunnels in water diversion projects, the distance is very long, usually more than 15km, and pure electric locomotives are considered, but their endurance is limited, and the cost of increasing battery capacity or replacing the battery is high. For internal combustion locomotives, the problem is that they cannot guarantee efficient combustion of fuel throughout the entire operating cycle. At the same time, the tunnel is long, single-head excavation, and internal combustion locomotives produce a large amount of exhaust gas, which has high requirements for the ventilation system.

[0003] In recent years, with the continuous development of science and technology, there have been many studies on range extenders. When the power battery is insufficient, the range extender can provide energy for the tunnel traction locomotive drive motor, and the excess energy can also charge the battery. At the same time, the exhaust volume is less than that of internal combustion locomotives, and it does not need to be running all the time.

[0004] For example, the Chinese invention patent application with application publication number CN106965815A discloses a power system and power control method of an extended-range electric traction locomotive, and the Chinese invention patent application with application publication number CN116552266A discloses an extended-range underground electric locomotive. However, the above schemes have the following problems: 1) The SOC battery remaining power is used to determine whether the range extender is started, and after long-term use of the power battery, the calculated SOC is prone to be inconsistent with the actual remaining power. 2) The output power and power consumption of the tunnel traction locomotive are greatly affected by the tunnel slope, tunnel length, and load, and also indirectly affect the power output of the range extender. At present, the range extension control strategy, whether following the instantaneous power of the vehicle drive motor or following the power battery SOC, will have the condition of frequent start and stop of the range extender engine, and the power of the range extender changes frequently during operation, resulting in low efficiency and waste of electricity and fuel, and failing to make good use of the special working conditions of the tunnel traction locomotive with certain rules. Therefore, it is necessary to design an efficient range extension management strategy suitable for tunnel traction locomotives. Summary of the invention

[0005] The purpose of the present invention is to provide a tunnel traction locomotive and a range-extending system thereof, so as to solve the problem that the current range-extending tunnel traction locomotive has low efficiency and causes waste of electric energy and fuel.

[0006] To achieve the above object, the solution of the present invention includes:

[0007] A technical solution of a range extender system for a tunnel traction locomotive of the present invention comprises a range extender controller, wherein the range extender controller determines the travel direction of the locomotive when the range extender is started; when in the tunnel entry direction, the range extender is controlled to output according to the average tunnel entry power calculated according to historical data; when in the tunnel exit direction, the range extender is controlled to output according to the average tunnel exit power calculated according to historical data.

[0008] Furthermore, when the output power of the range extender is greater than the current power demand of the locomotive, the excess power of the range extender is used to charge the power battery.

[0009] Furthermore, when the output power of the range extender is less than the current required power of the locomotive, the locomotive is forced to reduce the running power to a state equal to or less than the output power of the range extender.

[0010] Furthermore, when any one of the SOC, total voltage, and maximum single cell voltage of the locomotive power battery is lower than the corresponding preset first low threshold, the battery is judged to be insufficient and the driver is reminded to manually start the range extender; when any one of the items is lower than the corresponding preset second low threshold, the range extender is forcibly started; when any one of the SOC, total voltage, and maximum single cell voltage of the power battery is higher than the corresponding preset first high threshold, the driver is reminded to manually shut down the range extender; when any one of the items is higher than the corresponding preset second high threshold, the range extender is forcibly shut down.

[0011] Furthermore, the average hole-entry power is calculated based on historical data, including obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a hole-entry process, multiplying the running time in each gear and the locomotive power in the corresponding gear, accumulating and dividing by the total time of the hole-entry, to obtain the average hole-entry power of the single hole-entry; averaging the average hole-entry powers of several holes-entry times to obtain the average hole-entry power.

[0012] Furthermore, the average exit power is calculated based on historical data, including obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a certain exit process, multiplying the running time in each gear and the locomotive power in the corresponding gear, accumulating and dividing by the total time of the exit, to obtain the single exit average power of the exit; averaging the single exit average powers of several exits to obtain the average exit power.

[0013] Further, the locomotive travel direction is determined in the following manner: if the main controller determines that the current locomotive is moving backward, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the main controller determines that the current locomotive is moving forward, then the current locomotive travel direction is determined to be the direction of exiting the tunnel; or, the current locomotive power is compared with the average power of entering the tunnel and the average power of exiting the tunnel; if the current locomotive power falls within a set range near the average power of entering the tunnel, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the current locomotive power falls within a set range near the average power of exiting the tunnel, then the current locomotive travel direction is determined to be the direction of exiting the tunnel.

[0014] The beneficial effects of the present invention are:

[0015] The range-extending system of the tunnel traction locomotive of the present invention solves the problem of insufficient endurance of the tunnel traction locomotive during long-distance tunnel construction. Combined with the operating characteristics of the tunnel traction locomotive, when the range extender is started, the average power output under the corresponding in-and-out tunnel conditions obtained based on historical data statistics is used to predict the operating conditions of the locomotive under current driving conditions. The operating law of the tunnel traction locomotive is well utilized. The output power of the range extender will not change frequently, and the efficiency is high, saving fuel. When there is surplus power, the power battery is charged, which also saves electric energy.

[0016] At the same time, by judging the actual remaining capacity of the battery, the range extender is started at the appropriate time and maintained in the high-efficiency range.

[0017] A technical solution for a tunnel traction locomotive of the present invention comprises a range extender system with a range extender controller. When the range extender is started, the range extender controller determines the travel direction of the locomotive; when in the tunnel entry direction, the range extender is controlled to output according to the average tunnel entry power calculated according to historical data; when in the tunnel exit direction, the range extender is controlled to output according to the average tunnel exit power calculated according to historical data.

[0018] Furthermore, when the output power of the range extender is greater than the current power demand of the locomotive, the excess power of the range extender is used to charge the power battery.

[0019] Furthermore, when the output power of the range extender is less than the current required power of the locomotive, the locomotive is forced to reduce the running power to a state equal to or less than the output power of the range extender.

[0020] Furthermore, when any one of the SOC, total voltage, and maximum single cell voltage of the locomotive power battery is lower than the corresponding preset first low threshold, the battery is judged to be insufficient and the driver is reminded to manually start the range extender; when any one of the items is lower than the corresponding preset second low threshold, the range extender is forcibly started; when any one of the SOC, total voltage, and maximum single cell voltage of the power battery is higher than the corresponding preset first high threshold, the driver is reminded to manually shut down the range extender; when any one of the items is higher than the corresponding preset second high threshold, the range extender is forcibly shut down.

[0021] Furthermore, the average hole-entry power is calculated based on historical data, including obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a hole-entry process, multiplying the running time in each gear and the locomotive power in the corresponding gear, accumulating and dividing by the total time of the hole-entry, to obtain the average hole-entry power of the single hole-entry; averaging the average hole-entry powers of several holes-entry times to obtain the average hole-entry power.

[0022] Furthermore, the average exit power is calculated based on historical data, including obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a certain exit process, multiplying the running time in each gear and the locomotive power in the corresponding gear, accumulating and dividing by the total time of the exit, to obtain the single exit average power of the exit; averaging the single exit average powers of several exits to obtain the average exit power.

[0023] Further, the locomotive travel direction is determined in the following manner: if the main controller determines that the current locomotive is moving backward, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the main controller determines that the current locomotive is moving forward, then the current locomotive travel direction is determined to be the direction of exiting the tunnel; or, the current locomotive power is compared with the average power of entering the tunnel and the average power of exiting the tunnel; if the current locomotive power falls within a set range near the average power of entering the tunnel, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the current locomotive power falls within a set range near the average power of exiting the tunnel, then the current locomotive travel direction is determined to be the direction of exiting the tunnel.

[0024] The beneficial effects of the present invention are:

[0025] The tunnel traction locomotive of the present invention can achieve similar beneficial effects as the above-mentioned range-extending system. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural principle diagram of the tunnel traction locomotive power system of the present invention. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention is described in detail in a clear and complete manner in conjunction with the accompanying drawings and embodiments.

[0028] The idea of ​​the present invention is that, considering the actual operating conditions of the tunnel traction locomotive, it enters the tunnel with heavy loads carrying materials such as pipe segments, and exits the tunnel empty or lightly loaded, and the route in the tunnel is fixed, and the terrain is undulating, that is, the road conditions of ups and downs are also fixed, so the operation control of the range extender can be divided into two states: entering the tunnel and exiting the tunnel, and the range extender is controlled according to the historical power data. Specifically, it is determined whether the vehicle is entering or exiting the tunnel according to the current drive system discharge power and the historical average power of entering and exiting the tunnel, or the direction of vehicle operation. During the process of entering the tunnel, if the range extender is started, it will output according to the historical average power of entering the tunnel. If the average power output is greater than the power currently required by the locomotive, the excess output power of the range extender is used to charge the power battery; during the process of exiting the tunnel, if the range extender is started, it will output according to the historical average power of exiting the tunnel. If the average power output is greater than the power currently required by the locomotive, the excess output power of the range extender is used to charge the power battery; during the process of entering and exiting the tunnel, when the range extender is started and the average power output is lower than the current power required by the locomotive, the power battery output power supplements the required power, or the integrated gear speed is forced to be reduced, and the power is reduced.

[0029] The present invention utilizes historical operating data to enable the range extender to meet actual operating conditions while maintaining the range extender engine operating in a high efficiency range, reducing fuel consumption and emissions; at the same time, it reduces the number of charge and discharge times of the power battery and extends its service life.

[0030] Range Extender System Example 1:

[0031] like Figure 1 The power system of a tunnel traction locomotive shown in the figure includes a power battery, a circuit breaker, a motor controller 1, a motor 1, a motor controller 2, a motor 2, a DC / DC, a master controller, a vehicle controller, a range extender controller, an engine controller, an engine, a generator controller, and a generator. Figure 1 As shown, the power battery is connected to the circuit breaker, the circuit breaker is connected to the motor controller 1 and the motor controller 2, the motor controller 1 is connected to the motor 1, the motor controller 2 is connected to the motor 2, the motor 1 and the motor 2 (hereinafter referred to as the locomotive motor) are used as drive motors to drive different traction wheel pairs; the power battery outputs the drive current for driving the motors 1 and 2 to the motor controller 1 and the motor controller 2 through the circuit breaker, and the circuit breaker is used to cut off the output of the power battery. The generator output end of the range extender is connected to the circuit breaker through the generator controller, and the circuit breaker is connected to the DC / DC. The above connections are connected through power cables. The circuit breaker is essentially a circuit breaker group or a high-voltage distribution unit, and is also used to distribute the output current of the generator to charge the power battery, and / or output the drive current to the drive motor.

[0032] The DC / DC is connected to the vehicle controller and range extender controller through a low-voltage cable to provide low-voltage power to the relevant controllers.

[0033] The master controller is used to control the locomotive running direction (i.e. the switching of the vehicle forward and backward) and the locomotive gear position. The direction and gear position instructions are transmitted to the vehicle controller.

[0034] The vehicle controller controls the connected power battery (hereinafter referred to as the battery), the range extender controller, and the motor controller 1 and the motor controller 2. The range extender controller controls the engine and generator controller connected to the range extender, and the above are connected via communication cables.

[0035] In the range extender, the engine output shaft is mechanically connected to the generator input shaft to provide motive power for the generator.

[0036] In this embodiment, the range extender controller in the range extender system realizes the range extender control through the following range extender system control method.

[0037] The range extender system of the present invention includes a range extender system controller and a range extender, the range extender includes an engine and a generator connected in a transmission manner, and an engine controller of the engine and a generator controller of the generator. The average in-hole power and the average out-hole power are calculated by a vehicle controller or other on-board hardware, or input into the vehicle controller or the range extender controller after offline calculation. The specific calculation includes:

[0038] In this embodiment, a tunnel traction locomotive with 5 gears is used as an example. The following data is obtained by collecting data through the vehicle controller or other on-board hardware and combining the vehicle parameters. When the locomotive is running in gear 1, the locomotive motor frequency is f1, the locomotive speed is v1, the locomotive power is P11 when entering the tunnel with a heavy load, and the locomotive power is P21 when leaving the tunnel with a light load; when the locomotive is running in gear 2, the locomotive motor frequency is f2, the locomotive speed is v2, the locomotive power is P12 when entering the tunnel with a heavy load, and the locomotive power is P22 when leaving the tunnel with a light load; When the locomotive is running in the 3rd gear, the locomotive motor frequency is f3, the locomotive speed is v3, the locomotive power is P13 when entering the tunnel with a heavy load, and the locomotive power is P23 when leaving the tunnel with a light load; when the locomotive is running in the 4th gear, the locomotive motor frequency is f4, the locomotive speed is v4, the locomotive power is P14 when entering the tunnel with a heavy load, and the locomotive power is P24 when leaving the tunnel with a light load; when the locomotive is running in the 5th gear, the locomotive motor frequency is f5, the locomotive speed is v5, the locomotive power is P15 when entering the tunnel with a heavy load, and the locomotive power is P25 when leaving the tunnel with a light load.

[0039] Among them, the power P can be calculated by collecting the battery voltage V and the battery current A of the total battery output in pure electric mode through the following formula:

[0040] P=UI

[0041] P-locomotive electric power, kW;

[0042] U-battery voltage, V;

[0043] I-battery current, A.

[0044] The locomotive speed can be calculated based on the locomotive wheel radius R, motor rated speed n, motor rated frequency f 0 The transmission ratio i is combined with the motor frequency f at the corresponding gear collected during driving and is calculated using the following formula:

[0045] v=2π×R×n×60×f / f 0 / i / 1000000

[0046] v-locomotive speed, km / h

[0047] R-locomotive wheel radius, mm;

[0048] n- rated speed of the motor, r / min;

[0049] f 0 - Motor rated frequency, 50Hz;

[0050] f-operating frequency of each gear (i.e., locomotive motor frequency at each gear, f1, f2…f5), Hz;

[0051] i-gear ratio.

[0052] When a locomotive enters a tunnel with a heavy load, the running time of the 1st gear is t11, the running time of the 2nd gear is t12, the running time of the 3rd gear is t13, the running time of the 4th gear is t14, and the running time of the 5th gear is t15. The average power of a single entry with a heavy load is:

[0053]

[0054] The average power of the locomotive entering the hole for the first time is Pa1, the average power of the locomotive entering the hole for the second time is Pa2, the average power of the locomotive entering the hole for the Nth time is PaN, and the average power of the locomotive entering the hole after multiple times is Paavg:

[0055]

[0056] When a locomotive exits the tunnel with a light load, the running time of the 1st gear is t21, the running time of the 2nd gear is t22, the running time of the 3rd gear is t23, the running time of the 4th gear is t24, and the running time of the 5th gear is t25. The average power of the single exit of the tunnel with a light load is:

[0057]

[0058] The average power of the locomotive when it exits the tunnel for the first time is Pb1, the average power of the locomotive when it exits the tunnel for the second time is Pb2, the average power of the locomotive when it exits the tunnel for the Nth time is PbN, and the average power of the locomotive when it exits the tunnel for multiple times is Pbavg:

[0059]

[0060] During the operation of the tunnel traction locomotive, when the range extender is started, it is determined whether the locomotive is currently in a heavy-loaded entry or light-loaded exit state. Specifically, the vehicle controller or other on-board hardware can determine the direction of the vehicle operation; or by comparing the current locomotive power with the average entry power Paavg and the average exit power Pbavg, it can be determined whether the current locomotive power falls within the set range near the average entry power Paavg or the set range near the average exit power Pbavg. In which setting range, it is determined which state the vehicle is currently in.

[0061] After determining whether the locomotive is currently in a heavy-loaded entry or light-loaded exit state, the range extender controller retrieves the average power of the corresponding state stored in itself or received from the vehicle controller, and controls the range extender engine and range extender generator to operate according to the corresponding average power.

[0062] At the same time, when the power output of the range extender is greater than the current power demand of the locomotive, the excess power of the range extender is used to charge the power battery; when the output power of the range extender is lower than the current power demand of the locomotive, the vehicle controller calculates the target speed (V=V / F) that matches the output power of the range extender, and then calculates the matching gear / operating frequency through the target speed, and controls the motor controller to drive at the calculated gear / operating frequency. Since the gear control of the electric vehicle is achieved by changing the input frequency of the drive motor through the motor controller, that is, each gear has a corresponding drive motor operating frequency, so lowering the gear is equivalent to lowering the operating frequency and driving at a lower speed, thereby achieving power reduction operation. At the same time, it also reminds the driver that the current gear frequency is the maximum gear frequency allowed at the current moment.

[0063] Specifically, the current locomotive driving power P 需求 To calculate by the following formula:

[0064] P 需求 =FV

[0065] F-locomotive traction, including uphill traction F 上坡 and downhill traction F 下坡 ,

[0066] V-locomotive speed;

[0067] Traction force when going uphill F 上坡 for:

[0068] F 上坡 =μmgcosθ+mgsinθ

[0069] Downhill traction F 下坡 for:

[0070] F 下坡=μmgcosθ-mgsinθ

[0071] μ- wheel-rail friction coefficient,

[0072] m- The total weight of the locomotive and the load, which can be estimated by the driver and input through the human-machine interface on the locomotive or detected by the weighing sensor on the marshaling suspension.

[0073] g - acceleration due to gravity,

[0074] θ - ramp angle, which can be collected by sensors such as the three-axis gyroscope on the locomotive, or the ramp angle at the corresponding position can be obtained based on the tunnel design model and the current operating position of the locomotive (mileage in the tunnel).

[0075] The higher the gear of the locomotive, the faster the speed, and the greater the power required. 输出 When it is less than the current locomotive power required, V 目标 =P 输出 / F calculates the matching target speed V 目标 , by downshifting, reduce the driving speed to the target speed V 目标 The following is to reduce the locomotive running power to the range extender output power P 输出 In the following, the output power of the range extender is used to drive the locomotive, and the power can still be used to charge the power battery.

[0076] As another embodiment, when the locomotive has enough gears or the operating frequency of the drive motor can be adjusted continuously, the driving speed can be reduced to make the driving speed equal to the target speed V 目标 At this time, the output power of the range extender is equal to the current locomotive driving power, and the output power of the range extender is all used to drive the locomotive.

[0077] The vehicle controller periodically obtains the slope of the current driving position at a certain interval, calculates the power required by the current locomotive at the current position, and adjusts the locomotive gear / operating frequency or driving speed in real time as needed.

[0078] As another implementation, when the output power of the range extender is lower than the current power demand of the locomotive, the power battery can also provide the remaining required power according to the current state of the power battery when the power battery SOC is greater than a minimum limit, and reduce the power operation when the power battery SOC is less than the minimum limit.

[0079] Those skilled in the art should understand that heavy-loaded entry and light-loaded exit are normal working conditions of tunnel traction locomotives. When using a tunnel traction locomotive to transport debris out of the tunnel, light-loaded entry and heavy-loaded exit may also occur. In this case, the method of the present invention is still applicable. In this case, the above-mentioned scheme is used to realize the control of the extended-range system, which also falls within the protection scope of the present invention.

[0080] Range Extender System Example 2:

[0081] In this embodiment, based on the range extender system embodiment 1, the range extender system control method further includes the following range extender start and stop control method.

[0082] When the following start control conditions are met, the range extender is prompted or actively controlled to start:

[0083] When it is detected that any one of the power battery SOC, total voltage, and maximum single cell voltage is lower than the corresponding preset first low threshold, the battery is judged to be insufficient and the driver is reminded to manually start the range extender; when any one of the items is lower than the corresponding preset second low threshold, the vehicle controller forces the range extender to start.

[0084] The first low threshold is greater than the corresponding second low threshold, and the second low threshold of SOC is also greater than the lowest limit in Embodiment 1.

[0085] When the following stop control conditions are met, the range extender will be reminded or automatically shut down:

[0086] When it is detected that any one of the power battery SOC, total voltage, and maximum single cell voltage is higher than the corresponding preset first high threshold, the driver is reminded to manually turn off the range extender; when any one of the items is higher than the corresponding preset second high threshold, the vehicle controller forcibly turns off the range extender.

[0087] The second high threshold is greater than the corresponding first high threshold and greater than the corresponding first low threshold.

[0088] The tunnel traction locomotive charges its power battery through a charger at the tunnel entrance.

[0089] The range extender engine is equipped with a starter and a lead-acid battery. When the power battery fails and cannot be discharged, the range extender can be started manually to provide energy to the locomotive alone, so that it can drive out of the tunnel without the need for other locomotives to enter the tunnel to tow the formation.

[0090] Tunnel traction locomotive embodiment:

[0091] A tunnel traction locomotive of the present embodiment adopts the power system as described in the extended-range system embodiments 1 and 2. The Zengcheng system in the power system can implement the extended-range system control method as described in the extended-range system embodiments 1 and 2. The specific method steps have been clearly described in the extended-range system embodiments 1 and 2 and will not be repeated here.

Claims

1. A range extender system for a tunnel traction locomotive, comprising a range extender controller, characterized in that: The range extender controller determines the driving direction of the locomotive when the range extender is started; when in the tunnel entry direction, controls the range extender to output according to the average tunnel entry power calculated based on historical data; when in the tunnel exit direction, controls the range extender to output according to the average tunnel exit power calculated based on historical data.

2. The range-extending system for a tunnel traction locomotive according to claim 1, characterized in that: When the output power of the range extender is greater than the current locomotive power demand, the excess range extender power is used to charge the power battery.

3. The range-extending system for a tunnel traction locomotive according to claim 2, characterized in that: When the output power of the range extender is less than the current locomotive demand power, the locomotive is forced to reduce the running power to a state equal to or less than the output power of the range extender.

4. The range-extending system for a tunnel traction locomotive according to claim 1, characterized in that: When any of the SOC, total voltage, and maximum single cell voltage of the locomotive power battery is lower than the corresponding preset first low threshold, the battery is judged to be insufficient and the driver is reminded to manually start the range extender; when any of the items is lower than the corresponding preset second low threshold, the range extender is forced to start; when any of the SOC, total voltage, and maximum single cell voltage of the power battery is higher than the corresponding preset first high threshold, the driver is reminded to manually turn off the range extender; when any of the items is higher than the corresponding preset second high threshold, the range extender is forced to turn off.

5. The range-extending system for a tunnel traction locomotive according to claim 1, characterized in that: The average hole-entry power calculated based on historical data includes obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a hole-entry process, multiplying the running time in each gear and the locomotive power in the corresponding gear, and then accumulating and dividing by the total time of the hole-entry to obtain the average hole-entry power of the single hole-entry; averaging the average hole-entry powers of several holes-entry times to obtain the average hole-entry power.

6. The range-extending system for a tunnel traction locomotive according to claim 1, characterized in that: The average exit power is calculated based on historical data, including obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a certain exit process, multiplying the running time in each gear and the locomotive power in the corresponding gear, and then accumulating and dividing by the total time of the exit to obtain the average single exit power of the exit; averaging the single exit average powers of several exits to obtain the average exit power.

7. The range-extending system for a tunnel traction locomotive according to claim 1, characterized in that: The locomotive travel direction is determined in the following manner: if the main controller determines that the current locomotive is moving backward, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the main controller determines that the current locomotive is moving forward, then the current locomotive travel direction is determined to be the direction of exiting the tunnel; or, the current locomotive power is compared with the average power of entering the tunnel and the average power of exiting the tunnel; if the current locomotive power falls within a set range near the average power of entering the tunnel, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the current locomotive power falls within a set range near the average power of exiting the tunnel, then the current locomotive travel direction is determined to be the direction of exiting the tunnel.

8. A tunnel traction locomotive, comprising a range-extending system with a range-extending controller, characterized in that: The range extender controller determines the driving direction of the locomotive when the range extender is started; when in the tunnel entry direction, controls the range extender to output according to the average tunnel entry power calculated based on historical data; when in the tunnel exit direction, controls the range extender to output according to the average tunnel exit power calculated based on historical data.

9. The tunnel traction locomotive according to claim 8, characterized in that: When the output power of the range extender is greater than the current locomotive power demand, the excess range extender power is used to charge the power battery.

10. The tunnel traction locomotive according to claim 9, characterized in that: When the output power of the range extender is less than the current locomotive demand power, the locomotive is forced to reduce the running power to a state equal to or less than the output power of the range extender.

11. The tunnel traction locomotive according to claim 8, characterized in that: When any of the SOC, total voltage, and maximum single cell voltage of the locomotive power battery is lower than the corresponding preset first low threshold, the battery is judged to be insufficient and the driver is reminded to manually start the range extender; when any of the items is lower than the corresponding preset second low threshold, the range extender is forced to start; when any of the SOC, total voltage, and maximum single cell voltage of the power battery is higher than the corresponding preset first high threshold, the driver is reminded to manually turn off the range extender; when any of the items is higher than the corresponding preset second high threshold, the range extender is forced to turn off.

12. The tunnel traction locomotive according to claim 8, characterized in that: The average hole-entry power calculated based on historical data includes obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a hole-entry process, multiplying the running time in each gear and the locomotive power in the corresponding gear, and then accumulating and dividing by the total time of the hole-entry to obtain the average hole-entry power of the single hole-entry; averaging the average hole-entry powers of several holes-entry times to obtain the average hole-entry power.

13. The tunnel traction locomotive according to claim 8, characterized in that: The average exit power is calculated based on historical data, including obtaining the running time of the locomotive in each gear and the locomotive power in the corresponding gear during a certain exit process, multiplying the running time in each gear and the locomotive power in the corresponding gear, and then accumulating and dividing by the total time of the exit to obtain the average single exit power of the exit; averaging the single exit average powers of several exits to obtain the average exit power.

14. The tunnel traction locomotive according to claim 8, characterized in that: The locomotive travel direction is determined in the following manner: if the main controller determines that the current locomotive is moving backward, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the main controller determines that the current locomotive is moving forward, then the current locomotive travel direction is determined to be the direction of exiting the tunnel; or, the current locomotive power is compared with the average power of entering the tunnel and the average power of exiting the tunnel; if the current locomotive power falls within a set range near the average power of entering the tunnel, then the current locomotive travel direction is determined to be the direction of entering the tunnel; if the current locomotive power falls within a set range near the average power of exiting the tunnel, then the current locomotive travel direction is determined to be the direction of exiting the tunnel.

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