Generator car with variable-speed power generation system

Abstract

The invention provides a generator car with a variable-speed power generation system. The generator car comprises a car body and the variable-speed power generation system installed on the car body. The variable-speed power generation system comprises a diesel engine, a generator connected with the diesel engine, an auxiliary converter electrically connected with the diesel engine, and a control device in communication connection with the diesel engine, the auxiliary converter and the diesel engine, the control device is used for calculating a target power generation power value of the generator according to the power utilization power demand data at the current moment, calculating a target rotating speed value of the diesel engine according to the target power generation power value and adjusting the rotating speed of the crankshaft to the target rotating speed value; obtaining an input voltage input by the generator from the auxiliary converter; and calculating a target output voltage value according to the input voltage and the target generation power value, and controlling the auxiliary converter to convert the input voltage into the target output voltage and output the target output voltage to an electricity load. According to the scheme, the fuel consumption rate under the low-load working condition can be reduced, and the riding comfort of the generator car is improved.

Description

Technical Field

[0001] This application relates to the technical field of rail transit, and particularly to a power generation vehicle with a variable speed power generation system. Background Art

[0002] The power generation vehicle in rail vehicles is a vehicle specially designed to provide power for trains. It is usually used on non-electrified railway lines, or as a backup power source for long-distance trains, special-purpose trains or in emergency situations when additional power support is required. The power generation vehicle can supply power to various systems on the train, including lighting, air conditioning, heating, kitchen equipment and other electrical equipment. The power generation vehicle is usually equipped with a diesel generator set, which can generate electricity independently without an external power source.

[0003] Existing power generation vehicles usually install a diesel generator set with a relatively large power inside the vehicle, and the diesel engine of the diesel generator set adopts constant speed control. The diesel engine does not adjust the speed and output power according to the change of the electrical load, resulting in poor economy of the diesel generator set, large vibration and noise, and poor riding comfort of the power generation vehicle. Summary of the Invention

[0004] This application provides a power generation vehicle with a variable speed power generation system to solve the problems in the existing power generation vehicle that the diesel engine of the diesel generator set adopts constant speed control, and the diesel engine does not adjust the speed and output power according to the change of the electrical load, resulting in poor economy of the diesel generator set, large vibration and noise, and poor riding comfort of the power generation vehicle.

[0005] This application provides a power generation vehicle with a variable speed power generation system, and the power generation vehicle includes a vehicle body and a variable speed power generation system installed on the vehicle body;

[0006] The variable speed power generation system includes a diesel engine, a generator, an auxiliary converter, and a control device. The crankshaft of the diesel engine is connected to the rotor of the generator. The generator is electrically connected to the auxiliary converter. The auxiliary converter is electrically connected to the electrical load. The control device is communicatively connected to the diesel engine, the auxiliary converter, and the electrical load. The crankshaft drives the rotor to rotate so that the generator supplies power to the auxiliary converter;

[0007] The control device is used for:

[0008] Obtaining the current moment electrical power demand data of the electrical load, and calculating the target power generation power value of the generator according to the current moment electrical power demand data;

[0009] Calculating the target speed value of the diesel engine according to the target power generation power value, and adjusting the speed of the crankshaft to the target speed value;

[0010] Obtain the input voltage of the generator input to the auxiliary converter from the auxiliary converter;

[0011] Calculate a target output voltage value according to the input voltage and the target power generation value, and control the auxiliary converter to convert the input voltage into the target output voltage and output it to the electrical load.

[0012] In a possible design, the control device is specifically configured to:

[0013] Obtain the operating condition data of the electric rail vehicle at the current moment, input the operating condition data at the current moment into a load change prediction model, and the load change prediction model outputs predicted power consumption demand data of the electrical load after the current moment, where the electric rail vehicle is the train where the electrical load is located;

[0014] Calculate the target power generation value according to the power consumption demand data at the current moment and the predicted power consumption demand data.

[0015] In a possible design, the control device is specifically configured to:

[0016] Obtain the position data, vehicle speed data, stop schedule data, and slope data of the front track of the electric rail vehicle at the current moment as the operating condition data at the current moment;

[0017] Input the position data, vehicle speed data, stop schedule data, and slope data of the front track into the load change prediction model, and the load change prediction model outputs the predicted power consumption demand.

[0018] In a possible design, the control device is specifically configured to:

[0019] Calculate the acceleration of the electric rail vehicle at the current moment according to the vehicle speed data;

[0020] Determine a first weight and a second weight according to the acceleration at the current moment and the slope data of the front track;

[0021] Calculate the target power generation value according to the product of the first weight and the power consumption demand at the current moment and the product of the second weight and the predicted power consumption demand.

[0022] In a possible design, the control device is specifically configured to:

[0023] Calculate the average slope value of the front track according to the slope data of the front track;

[0024] Determine the slope type of the front track according to the average slope value;

[0025] Query a preset weight table according to the acceleration at the current moment and the slope type, and determine the first weight and the second weight corresponding to the acceleration at the current moment and the slope type.

[0026] In a possible design, the control device is specifically configured to:

[0027] Obtain the rotational speed value of the crankshaft at the current moment, and calculate the actual power generation value of the generator at the current moment according to the rotational speed value at the current moment;

[0028] Use the difference between the target power generation value and the actual power generation value as the input of the proportional integral derivative control algorithm, and the output of the proportional integral derivative control algorithm is the target rotational speed value.

[0029] In a possible design, the control device is specifically configured to:

[0030] Determine the efficiency value of the auxiliary converter corresponding to the target power generation value through a preset power - efficiency mapping table according to the target power generation value;

[0031] Calculate the target output voltage value according to the following formula:

[0032]

[0033] where, is the target output voltage value, is the rated load impedance value of the electrical load, is the efficiency value.

[0034] In a possible design, the variable - speed power generation system further includes: an air intake device, an air - water cooling device, an exhaust pipe, and a fuel tank;

[0035] The air intake device is connected to the diesel engine to enable the diesel engine to obtain external air;

[0036] The air - water cooling device is connected to the diesel generator through a cooling pipe, and the air - water cooling device is used to reduce the working temperature of the diesel engine;

[0037] The exhaust pipe is connected to the diesel engine;

[0038] The fuel tank is connected to the diesel engine through a fuel pipe to supply fuel to the diesel engine.

[0039] In a possible design, the generator is a permanent - magnet synchronous generator.

[0040] In a possible design, the variable-speed power generation system is hoisted under the chassis of the vehicle body.

[0041] The power generation vehicle provided by the embodiment of the present application with a variable-speed power generation system has the following technical effects:

[0042] In this solution, the control device can dynamically adjust the diesel engine speed and the output power of the auxiliary converter according to the change of the power demand collected in real time, thereby reducing the fuel consumption rate under low-load conditions, reducing the high-frequency vibration and noise generated by fixed-speed operation, and improving the riding comfort of the power generation vehicle. Description of the Drawings

[0043] The drawings here are incorporated into the specification and form a part of this specification, showing the embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0044] Figure 1 It is a schematic diagram of the variable-speed power generation system architecture provided by the embodiment of the present application;

[0045] Figure 2 It is a schematic diagram of the method flow for calculating the target power generation value provided by the embodiment of the present application;

[0046] Figure 3 It is a schematic diagram of the method flow for determining the first weight and the second weight provided by the embodiment of the present application.

[0047] Through the above drawings, the clear embodiments of the present application have been shown, and there will be more detailed descriptions hereinafter. These drawings and the textual descriptions are not intended to limit the scope of the concept of the present application in any way, but to explain the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Embodiments

[0048] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all the embodiments consistent with the present application. On the contrary, they are merely examples of the devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0049] Aiming at the problems in the existing power generation vehicles that the diesel engines of the diesel generator sets adopt fixed-speed control, the diesel engines do not adjust the speed and output power according to the change of the electrical load, resulting in poor economy of the diesel generator sets, large vibration and noise, and poor riding comfort of the power generation vehicles, the technical concept of the present application is:

[0050] The electric vehicle includes a vehicle body and a variable-speed power generation system installed on the vehicle body. The variable-speed power generation system includes a diesel engine, a generator, an auxiliary inverter, and a control device. The crankshaft of the diesel engine drives the rotor of the generator to rotate, enabling the generator to generate electricity. The generator is electrically connected to the auxiliary inverter, and the auxiliary inverter is electrically connected to the electrical load. The control device is communicatively connected to the diesel engine, the auxiliary inverter, and the electrical load. The control unit collects the electrical power demand data of the electrical load, calculates the target power generation value of the generator, calculates the target speed of the diesel engine based on the target power generation value, and adjusts the speed of the diesel engine to the target speed. The control device obtains the voltage input by the generator from the auxiliary inverter, calculates the target output voltage based on the generator input voltage and the target power generation value, and controls the auxiliary inverter to convert the voltage output by the generator into the target output voltage and output it to the electrical load.

[0051] The following uses specific embodiments to elaborate in detail on the technical solution of the present application and how the technical solution of the present application solves the above technical problems. These several specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0052] Embodiment 1

[0053] This embodiment provides a power generation vehicle with a variable-speed power generation system. The power generation vehicle includes a vehicle body and a variable-speed power generation system installed on the vehicle body. Figure 1 It is a schematic diagram of the variable-speed power generation system architecture provided by the embodiments of the present application. As Figure 1 shown, the variable-speed power generation system includes a fuel tank, a diesel engine, a generator, an auxiliary inverter, and a control device. The fuel tank supplies fuel to the diesel engine. The crankshaft of the diesel engine is connected to the rotor of the generator. The generator is electrically connected to the auxiliary inverter, and the auxiliary inverter is electrically connected to the electrical load. The control device is communicatively connected to the diesel engine, the auxiliary inverter, and the electrical load. The crankshaft drives the rotor to rotate, enabling the generator to supply power to the auxiliary inverter. The variable-speed power generation system may further include: an intake device, an air-water cooling device, and an exhaust pipe. Among them:

[0054] The intake device is connected to the diesel engine to enable the diesel engine to obtain external air;

[0055] The air-water cooling device is connected to the diesel generator through a cooling pipe, and the air-water cooling device is used to reduce the working temperature of the diesel engine;

[0056] The exhaust pipe is connected to the diesel engine;

[0057] The variable-speed power generation system can be hoisted under the chassis of the vehicle body.

[0058] The parameters of the diesel engine can be, for example:

[0059] Model MAN 2876, horizontal, four-stroke, in-line 6 cylinders, water-cooled, direct injection, exhaust gas turbocharged, intercooled, with a high-pressure common rail fuel injection system, and a maximum operating power of 382 kW.

[0060] The parameters of the generator can be, for example:

[0061] Air-cooled permanent magnet synchronous generator, rated speed 1800 r / min, rated power 320 kW, output voltage range 270V - 750V, rated output voltage AC610V.

[0062] The parameters of the auxiliary converter can adopt an AC-DC-AC mode, with an uncontrolled rectifier at the front end, rectifying the three-phase variable voltage and variable frequency alternating current output by the generator into direct current, and finally inverting to output alternating current with a fixed voltage and a fixed frequency.

[0063] In this embodiment, the control device can specifically be a train network control system. The control device is used for:

[0064] 1. Obtain the current power demand data of the electrical load, and calculate the target power generation value of the generator according to the current power demand data of the electrical load;

[0065] Since the power demand of the electrical load changes dynamically, it is necessary to obtain the current power demand data of the electrical load to adjust the target power generation value of the generator. The specific implementation method can be, for example, directly reading the instantaneous power value of the electrical load (such as air conditioners, traction motors) through the train network control system (such as the CAN bus), or calculating the instantaneous power through the load terminal voltage and current. For example, if the electrical load is multiple electrical devices connected in parallel, the total demand power can be obtained by accumulating the power of each branch, so as to ensure that the target power generation value calculated subsequently strictly matches the actual demand.

[0066] 2. Calculate the target speed value of the diesel engine according to the target power generation value, and adjust the speed of the crankshaft to the target speed value;

[0067] The technical idea of this step is to make the engine output power accurately match the target power generation value. The specific implementation method can be, for example, determining the target speed value through a look-up table method (such as a preset speed-power comparison table). When adjusting the speed, for example, the fuel injection amount can be adjusted through a PID controller, or the crankshaft position can be directly controlled through an electronic speed governor, so as to stabilize the crankshaft speed to the target speed value. Specifically, calculating the target speed value of the diesel engine according to the target power generation value and adjusting the speed of the crankshaft to the target speed value can include:

[0068] Obtain the speed value of the crankshaft at the current moment, and calculate the actual power generation value of the generator at the current moment according to the speed value at the current moment;

[0069] The difference between the target power generation value and the actual power generation value is used as the input of the proportional-integral-derivative control algorithm, and the output of the proportional-integral-derivative control algorithm is the target speed value.

[0070] Specifically, for example, the current speed of the crankshaft can be obtained in real time through a speed sensor (for example, the current speed is 1500 rpm), and the current actual power generation value can be calculated according to the speed-power characteristic curve (for example, 1500 rpm corresponds to a power generation of 250 kW); subsequently, the difference (50 kW) between the target power generation (for example, the demand is 300 kW) and the actual power (250 kW) is input into the proportional-integral-derivative (PID) controller. For example, the proportional coefficient can be set to 0.5, the integral time to 10 seconds, and the differential time to 2 seconds. The PID algorithm calculates the target speed adjustment amount in real time according to the difference (for example, the output target speed needs to be increased to 1800 rpm), and finally controls the fuel injection amount through the electronic governor to adjust the crankshaft speed to the target value.

[0071] Third, obtain the input voltage of the generator input to the auxiliary converter from the auxiliary converter;

[0072] Since the output voltage of the main generator fluctuates with the speed, the technical idea of this step is to monitor the input voltage of the auxiliary converter in real time as the reference parameter for adjusting the output voltage of the auxiliary converter. The specific implementation method can, for example, directly measure the three-phase AC voltage output by the generator through a voltage sensor, or reverse-calculate the effective value of the input voltage from the rectified DC bus voltage.

[0073] Fourth, calculate the target output voltage value according to the input voltage and the target power generation value, and control the auxiliary converter to convert the input voltage into the target output voltage and output it to the electrical load.

[0074] Specifically, for example, based on the state space model of the auxiliary converter, the output voltage trajectory in the next several control cycles can be predicted, and the optimal switching sequence (such as the duty cycle adjustment amount Δu) that minimizes the target cost function can be obtained through rolling optimization. For example, if the current input voltage is 400 V and the target power Pt = 200 kW, then the target output voltage value is approximately 447 V by reverse-calculating through the load impedance. Subsequently, the MPC controller generates the duty cycle adjustment amount based on the current state and the prediction model, and adjusts the switching frequency of the IGBT (Insulated Gate Bipolar Transistor) through space vector modulation (SVPWM), so as to converge the voltage output by the output auxiliary converter to the target output voltage value in a short time.

[0075] The technical effects of this embodiment are as follows:

[0076] In this solution, the control device can dynamically adjust the diesel engine speed and the output power of the auxiliary converter according to the real-time collected changes in the power demand for electricity, thereby reducing the fuel consumption rate under low-load conditions, reducing the high-frequency vibration and noise generated by running at a fixed speed, and improving the riding comfort of the power generation vehicle.

[0077] Embodiment 2

[0078] Figure 2 It is a schematic flow chart of the method for calculating the target power generation value provided by the embodiment of this application. This method is executed by the control device, as Figure 2 shown, obtain the power demand data of the electrical load at the current moment, and calculate the target power generation value of the generator according to the power demand data at the current moment. Specifically, it can be through:

[0079] S201. Obtain the operating condition data of the electric rail vehicle at the current moment, and input the operating condition data at the current moment into the load change prediction model. The load change prediction model outputs the predicted power demand data of the electrical load after the current moment. The electric rail vehicle is the train where the electrical load is located;

[0080] Optionally, the position data, vehicle speed data, stop schedule data, and slope data of the front track of the electric rail vehicle at the current moment can be obtained as the operating condition data at the current moment, and the position data, vehicle speed data, stop schedule data, and slope data of the front track are input into the load change prediction model, and the load change prediction model outputs the predicted power demand. It should be noted that, due to the sudden change of the electrical load (such as the acceleration, uphill or in-station braking of the electric rail vehicle), it is necessary to predict in advance to achieve a smooth transition of the power generation power. The technical idea of this step is to predict the future load trend through the multi-dimensional operating data of the electric rail vehicle. Specifically, the real-time position, vehicle speed, stop plan, and slope data of the front track of the electric rail vehicle can be collected in real time by on-vehicle sensors as inputs. For example, the position can be obtained through the GPS module, the vehicle speed can be read by the speed sensor, the stop schedule can be synchronized by the dispatching system, and the slope information can be matched by the track database. Subsequently, the above data is input into a pre-trained load change prediction model (such as a neural network model trained based on historical operating data). This model combines the operating rules of the electric rail vehicle (such as the traction power increasing steeply when going uphill and the braking power dropping suddenly before entering the station) and outputs the predicted power demand for a period of time in the future (such as 30 seconds). Its technical effect is to avoid the delay in power generation power adjustment caused by data lag in the traditional method by perceiving the slope change and stop plan in advance. For example, when the train is about to enter an uphill section, the model can predict the rising trend of the power demand several seconds in advance, so as to reserve adjustment time for the power generation system.

[0081] S202. Calculate the target power generation value according to the power demand data at the current moment and the predicted power demand data.

[0082] Optionally, calculate the target power generation value according to the current power demand data and the predicted power demand data, including:

[0083] Calculate the acceleration of the electric rail vehicle at the current moment according to the vehicle speed data;

[0084] Determine the first weight and the second weight according to the acceleration at the current moment and the slope data of the front track;

[0085] Calculate the target power generation value according to the product of the first weight and the current power demand and the product of the second weight and the predicted power demand.

[0086] Since the acceleration of the electric rail vehicle and the track slope are the key factors affecting the load mutation, the weights corresponding to the current power demand and the predicted power can be determined by the acceleration at the current moment and the slope data of the front track to improve the control accuracy. Specifically, the current acceleration can be calculated through the vehicle speed data of the electric rail vehicle (for example, the acceleration value is obtained by dividing the speed difference within two seconds by the time). If it is detected that the electric rail vehicle is accelerating and there is an uphill ahead, the second weight is increased (for example, when the acceleration increases by 0.1 m / s², the second weight is increased by 10%); at the same time, the weight distribution is corrected according to the slope data. For example, it can be set that when the slope increases by 1%, the second weight is additionally increased by 5%; finally, the current power and the predicted power are superimposed according to the weights. For example, when the current acceleration is 0.5 m / s² and the slope is 5%, the second weight is 70% and the first weight is 30%, so as to generate a target power generation value that better meets the actual demand. The technical effect is that by integrating the dual effects of acceleration and slope, the power generation system can still accurately match the actual power demand of the electric rail train under complex working conditions (such as accelerating uphill).

[0087] Figure 3 It is a schematic flow chart of the method for determining the first weight and the second weight provided by the embodiment of the present application. As Figure 3 shown, optionally, determine the first weight and the second weight according to the acceleration at the current moment and the slope data of the front track, including:

[0088] S301. Calculate the average slope value of the front track according to the slope data of the front track;

[0089] S302. Determine the slope type of the front track according to the average slope value;

[0090] S303. Query the preset weight table according to the acceleration at the current moment and the slope type, and determine the first weight and the second weight corresponding to the acceleration at the current moment and the slope type.

[0091] Specifically, this alternative solution can first obtain the slope values of each section of the track ahead through, for example, an orbital elevation sensor or pre-stored map data. For example, it can intercept the slope data of the track within the next 1 km and calculate its average slope value (for example, if the slopes of 5 sections are 3%, 4%, 5%, 4%, and 4% respectively, the average value is 4%); subsequently, classify the average slope value into a preset slope type (such as flat slope (0%-2%), gentle slope (2%-5%), steep slope (>5%)). If the average slope is 4%, it is classified as a "gentle slope"; then, according to the current acceleration (for example, an acceleration state of 0.3 m / s² calculated from the vehicle speed change rate) and the slope type (gentle slope), query a preset weight mapping table (for example, in the table, "gentle slope + acceleration" corresponds to a first weight of 30% and a second weight of 70%), so as to determine the weight ratio of the current power consumption and the predicted power consumption demand. Through slope mean calculation and slope type classification, this alternative solution can, on the one hand, avoid misjudgment caused by local slope mutations of the track, and on the other hand, dynamically adapt the weight in combination with the acceleration state, making the power generation allocation more in line with the actual load demand. By calculating the weight in the form of looking up a table, it can reduce the calculation time while having better control accuracy.

[0092] Embodiment III

[0093] In this embodiment, calculating the target output voltage value according to the input voltage and the target power generation value may include:

[0094] According to the target power generation value, determine the efficiency value of the auxiliary converter corresponding to the target power generation value through a preset power-efficiency mapping table;

[0095] Calculate the target output voltage value according to the following formula:

[0096]

[0097] Wherein, is the target output voltage value, is the rated load impedance value of the electrical load, is the efficiency value.

[0098] Since the output voltage of the auxiliary converter needs to meet the requirements of both the load power demand and the optimization of the converter efficiency, the technical idea of this step is to achieve precise voltage control through power-efficiency characteristic matching and electrical formulas. Specifically, first, the preset power-efficiency mapping table can be queried based on the target power generation value (for example, 300 kW). This table can be established through the actual measured data of the converter. For example, when the power is 200 - 400 kW, the efficiency μ is 92% - 95%. For example, it can be set that when the target power generation is 300 kW, the corresponding efficiency value μ = 94%. Subsequently, the rated impedance value R of the electrical load (for example, R = 0.5 Ω is obtained through the load nameplate parameters) is substituted into the above formula to calculate the target output voltage value. For example, the target output voltage value ≈ 399.5 V.

[0099] The technical effects of this embodiment are as follows:

[0100] Based on the target power generation value, this solution queries the preset power-efficiency mapping table in real time to determine the current efficiency value of the converter, and combines the load impedance characteristics and electrical formulas to calculate the accurate target output voltage value, enabling the auxiliary converter to always operate in the high-efficiency working range when outputting the target output voltage, thereby significantly reducing the power conversion loss and improving the power supply stability.

[0101] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will readily think of other embodiments of the present invention. The present invention is intended to cover any variations, uses, or adaptations of the present invention, which follow the general principles of the present invention and include the common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A power generation vehicle with a variable speed power generation system, characterized in that The power generation vehicle includes a vehicle body and a variable-speed power generation system installed on the vehicle body; The variable-speed power generation system includes a diesel engine, a generator, an auxiliary converter, and a control device. The crankshaft of the diesel engine is connected to the rotor of the generator. The generator is electrically connected to the auxiliary converter. The auxiliary converter is electrically connected to an electrical load. The control device is communicatively connected to the diesel engine, the auxiliary converter, and the electrical load. The crankshaft drives the rotor to rotate so that the generator supplies power to the auxiliary converter; The control device is used for: Obtaining the current power demand data of the electrical load, and calculating the target power generation power value of the generator according to the current power demand data of the electrical load; Calculating the target rotational speed value of the diesel engine according to the target power generation power value, and adjusting the rotational speed of the crankshaft to the target rotational speed value; Obtaining the input voltage of the generator input to the auxiliary converter from the auxiliary converter; Calculating the target output voltage value according to the input voltage and the target power generation power value, and controlling the auxiliary converter to convert the input voltage into the target output voltage and output it to the electrical load.

2. The power generation vehicle according to claim 1, characterized in that, Specifically, the control device is used for: Obtaining the current operating condition data of the electric rail vehicle at the current moment, inputting the current operating condition data into a load change prediction model, and the load change prediction model outputs the predicted power demand data of the electrical load after the current moment. The electric rail vehicle is the train where the electrical load is located; Calculating the target power generation power value according to the current power demand data of the electrical load and the predicted power demand data of the electrical load.

3. The power generation vehicle according to claim 2, characterized in that, Specifically, the control device is used for: Obtaining the position data, vehicle speed data, stop schedule data, and slope data of the front track of the electric rail vehicle at the current moment as the current operating condition data; Inputting the position data, vehicle speed data, stop schedule data, and slope data of the front track into the load change prediction model, and the load change prediction model outputs the predicted power demand.

4. The power generation vehicle according to claim 3, wherein, Specifically, the control device is used for: Calculating the acceleration of the electric rail vehicle at the current moment according to the vehicle speed data; Determining a first weight and a second weight according to the acceleration at the current moment and the slope data of the front track; Calculating the target power generation power value according to the product of the first weight and the current power demand at the current moment and the product of the second weight and the predicted power demand.

5. The power generation vehicle according to claim 4, wherein, Specifically, the control device is used for: Calculating the average slope value of the front track according to the slope data of the front track; Determining the slope type of the front track according to the average slope value; Querying a preset weight table according to the acceleration at the current moment and the slope type, and determining the first weight and the second weight corresponding to the acceleration at the current moment and the slope type.

6. The power generation vehicle according to claim 1, characterized in that, Specifically, the control device is used for: Obtain the rotational speed value of the crankshaft at the current moment, and calculate the actual power generation value of the generator at the current moment according to the rotational speed value at the current moment; Use the difference between the target power generation value and the actual power generation value as the input of the proportional integral derivative control algorithm, and the output of the proportional integral derivative control algorithm is the target rotational speed value.

7. The power generation vehicle according to claim 1, characterized in that, The control device is specifically configured to: According to the target power generation value, determine the efficiency value of the auxiliary converter corresponding to the target power generation value through a preset power-efficiency mapping table; Calculate the target output voltage value according to the following formula: wherein, is the target output voltage value, is the rated load impedance value of the electrical load, is the efficiency value.

8. The power generation vehicle according to any one of claims 1-7, characterized in that, The variable-speed power generation system further includes: an intake device, an air-water cooling device, an exhaust pipe, and a fuel tank; The intake device is communicated with the diesel engine so that the diesel engine can obtain external air; The air-water cooling device is communicated with the diesel generator through a cooling pipe, and the air-water cooling device is used to reduce the working temperature of the diesel engine; The exhaust pipe is communicated with the diesel engine; The fuel tank is communicated with the diesel engine through a fuel pipe to supply fuel to the diesel engine.

9. The power generation vehicle according to claim 8, characterized in that, The generator is a permanent magnet synchronous generator.

10. The power generation vehicle according to any one of claims 9, characterized in that, The variable-speed power generation system is hoisted under the chassis of the vehicle body.

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