Hybrid power system energy management method, platform and electronic equipment

Abstract

The invention relates to the technical field of hybrid power systems, in particular to a hybrid power system energy management method and platform and electronic equipment, and the method comprises the steps: collecting equipment state data and environment data; dividing equipment working modes according to environment humidity, equipment speed, road surface gradient, equipment driving shaft torque and container load; constructing a thermal risk factor and an energy consumption factor, and calculating the power distribution proportion of the diesel engine and the battery according to the battery charge state of the equipment, the road slope, the thermal risk factor and the energy consumption factor; diesel engine power and battery power are dynamically distributed according to the equipment working mode and the power distribution proportion of the diesel engine and the battery; and according to the diesel engine exhaust temperature in the management period, combustion efficiency early warning is carried out on a user, and the calculation process of the power distribution proportion of the diesel engine and the battery is updated. The system intelligently senses working conditions, dynamically distributes energy, remarkably reduces fuel consumption and battery loss, improves system stability and prolongs the service life of equipment.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid power systems, and in particular to a hybrid power system energy management method, platform, and electronic equipment. Background Art

[0002] Warehousing and logistics AGV hybrid systems face complex operating challenges: frequent starts and stops on fixed routes, heavy-load climbing and empty-load descending, resulting in inefficient traditional energy distribution strategies.

[0003] Existing technologies have significant flaws: First, the static power distribution model cannot adapt to sudden changes in slope and load fluctuations, causing the diesel engine to frequently operate outside its high-efficiency range. Second, dynamic factors such as tire slip and container sway caused by ambient humidity are not quantified and incorporated into the control system. Third, the battery and diesel engine lack a health status feedback mechanism, which can easily lead to system reliability risks. In particular, as the container's swing angle increases, mechanical vibration energy consumption intensifies without effective suppression measures. Continued high-load operation even as combustion efficiency decreases further degrades fuel economy. A new energy management architecture is urgently needed that integrates multi-source state perception, adaptive operating condition identification, and dynamic weight optimization. Summary of the Invention

[0004] An object of the present invention is to provide a hybrid power system energy management method, platform and electronic device to solve at least one of the problems existing in the prior art.

[0005] To achieve the above object, the present invention adopts the following technical solutions: A hybrid power system energy management method, comprising: Collect equipment status data and environmental data; Divide the equipment working mode according to the ambient humidity, equipment speed, road slope, equipment drive shaft torque and container load; Construct thermal risk factors and energy consumption factors, and calculate the power distribution ratio between the diesel engine and the battery based on the equipment battery state of charge, road slope, thermal risk factors, and energy consumption factors; Dynamically allocate diesel engine power and battery power according to the equipment working mode and the power distribution ratio of diesel engine and battery; According to the diesel engine exhaust temperature within the management cycle, the user is warned of abnormal diesel engine status and the calculation process of the power distribution ratio between the diesel engine power and the battery power is updated.

[0006] Furthermore, when the road slope is greater than or equal to the first slope threshold θ1 and the container load is greater than or equal to the load threshold z0, the equipment working mode is divided into the heavy load climbing mode; When the ambient humidity is greater than the humidity threshold s0 and the device speed is less than the first speed threshold v1, the device operating mode is divided into the low-speed mode; When the absolute value △n of the difference between the device drive shaft torque and the average value of the device drive shaft torque in the historical time window is greater than the torque threshold n0 and the road slope is greater than the second slope threshold θ2, the device operating mode is divided into the anti-skid mode; When the device does not belong to the above three working modes, the working mode is classified as standard mode.

[0007] Furthermore, the construction process of the heat risk factor is as follows: When the diesel engine exhaust temperature Te is greater than or equal to the exhaust temperature protection threshold Tz, the thermal risk factor is set to 1; When the diesel engine exhaust temperature Te is lower than the exhaust temperature protection threshold Tz, if (Tz-Te) / Tz is less than 0.1, the thermal risk factor is set to lg{6×[1-(Tz-Te) / (Tz×0.1)]+1} / lg7; if (Tz-Te) / Tz is greater than or equal to 0.1, the thermal risk factor is set to 0.

[0008] Furthermore, the energy consumption factor is constructed as follows: When the absolute value of the container swing angle j is less than or equal to the angle threshold jy, the constructed energy consumption factor is 0. When the absolute value of the container swing angle j is greater than the angle threshold jy, the constructed energy consumption factor is exp[4×(|j|-jy) / (|j|+jy)-4].

[0009] Furthermore, the calculation process of the power distribution ratio between the diesel engine and the battery is as follows: The difference between the device battery state of charge and the target state of charge is recorded as △SOC, and a charge factor is constructed. When △SOC is greater than or equal to 0, the charge factor is set to 0. When △SOC is less than 0, the charge factor is set to ln(3×|△SOC|+1) / ln4; The power distribution ratio of the diesel engine and the battery is calculated based on the charge factor, road slope θ0, thermal risk factor, and energy consumption factor. The power distribution ratio of the diesel engine and the battery is expressed as follows: β = γ1 × charge factor + γ2 × (1-thermal risk factor) + γ3 × θ0 / θy - γ4 × energy consumption factor; Where β is the power distribution ratio between the diesel engine and the battery, γ1 is the charge weight, γ2 is the thermal risk weight, γ3 is the slope weight, γ4 is the energy consumption weight, γ1+γ2+γ3+γ4=1, and θy is the maximum slope threshold; When the state of charge of the device battery is less than or equal to the charge threshold, the power distribution ratio between the diesel engine and the battery is forcibly set to 1.

[0010] Furthermore, when the state of charge of the device battery is less than or equal to the charge threshold, the diesel engine power is set to Pc1, the battery discharge power is set to 0, and a low battery warning is triggered at the same time; When the device battery state of charge is greater than the charge threshold: If the equipment is operating in low-speed mode, set the diesel engine power to Pc2 and the battery discharge power to Pb1; If the equipment is in anti-skid mode, set the diesel engine power to Pc3 and the battery discharge power to Pb2; If the equipment is operating in heavy-load climbing mode, set the diesel engine power to Pc4, Pc4=Pd, and set the battery discharge power to 0; If the equipment is in standard mode, set the diesel engine power to Pc5 and the battery discharge power to Pb3.

[0011] Furthermore, the average value of the diesel engine exhaust temperature during the management cycle is calculated as Wp. When Wp is greater than the critical temperature threshold Lw, the diesel engine state in the current management cycle is determined to be abnormal, and an abnormal diesel engine state warning is issued to the user; otherwise, the diesel engine state in the current management cycle is determined to be normal, and no abnormal diesel engine state warning is issued to the user.

[0012] Furthermore, when the user is warned of abnormal diesel engine status in the current management cycle, the thermal risk weight of the next management cycle is updated to γ2', and γ2'=γ2+γ0 is set. The charge weight of the next management cycle is updated to γ1', and γ1'=γ1-γ0 / 3 is set. The slope weight of the next management cycle is updated to γ3', and γ3'=γ3-γ0 / 3. The energy consumption factor weight of the next management cycle is updated to γ4', and γ4'=γ4-γ0 / 3 is set. γ0 is the preset adjustment value.

[0013] According to another aspect of the present application, a hybrid power system energy management platform is provided, comprising: Data acquisition unit, used to collect equipment status data and environmental data; Mode division unit, used to divide the equipment working mode according to environmental humidity, equipment speed, road slope, equipment drive shaft torque and container load; The power distribution ratio calculation unit is used to construct a thermal risk factor and an energy consumption factor, and calculate the power distribution ratio between the diesel engine and the battery based on the equipment battery state of charge, road slope, thermal risk factor and energy consumption factor; A distribution unit is used to dynamically distribute diesel engine power and battery power according to the equipment working mode and the power distribution ratio of the diesel engine and the battery; The management unit is used to provide the user with an abnormal diesel engine status warning based on the diesel engine exhaust temperature within the management period, and to update the calculation process of the diesel engine power and battery power distribution ratio.

[0014] According to another aspect of the present application, an electronic device is provided, comprising: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the hybrid power system energy management method.

[0015] The beneficial effects of the present invention are as follows: through the collaborative perception of equipment status and environmental parameters through multi-source data, combined with adaptive identification of working conditions and multi-objective dynamic optimization, the comprehensive performance of the warehousing and logistics AGV hybrid power system is significantly improved. At the same time, based on the thermal risk factor and the graded prediction of the anti-skid mode, the equipment operation safety is enhanced and the failure rate is significantly reduced; mechanical loss is suppressed by the energy consumption factor, and a differentiated power allocation strategy is adopted for typical working conditions such as low speed and climbing to achieve efficient energy utilization; a weighted adaptive mechanism is introduced to respond to abnormal conditions of the diesel engine to ensure continuous and stable operation of the system; and finally, the requirements of complex scenarios such as frequent start-stop and heavy-load ramps of warehousing and logistics AGV are accurately matched, reducing comprehensive energy consumption while ensuring response speed. This solution provides a highly robust, low-emission energy management closed-loop solution for warehousing and logistics automation equipment, helping to build green and intelligent warehousing and logistics. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 Schematic diagram of the flow of the hybrid power system energy management method of this embodiment.

[0018] Figure 2 Schematic diagram of the flow of the method for calculating the power allocation ratio in this embodiment.

[0019] Figure 3 Schematic diagram of the combustion efficiency analysis method of this embodiment.

[0020] Figure 4 Schematic diagram of the structure of the hybrid power system energy management platform of this embodiment.

[0021] Figure 5 Schematic diagram of the structure of the electronic device of this embodiment. DETAILED DESCRIPTION

[0022] In order to more clearly illustrate the present invention, the present invention is further described below in conjunction with preferred embodiments and accompanying drawings. Similar components in the accompanying drawings are represented by the same reference numerals. It should be understood by those skilled in the art that the following detailed description is illustrative rather than restrictive and should not be used to limit the scope of protection of the present invention.

[0023] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0024] Specifically, this embodiment is applied to the energy management of warehousing logistics AGV hybrid power systems. AGVs operate on fixed routes in container terminals, and are subject to typical operating conditions such as frequent starts and stops, heavy-load climbing, and no-load descending. Dynamic coordination of energy distribution between diesel generators and battery packs is required.

[0025] See also Figure 1 , which is a flow chart of the hybrid power system energy management method of this embodiment, including: Step S101, collecting equipment status data and environmental data, the equipment status data includes equipment speed, equipment drive shaft torque, container load, diesel engine exhaust temperature, container swing angle, equipment battery charge state and required power, the environmental data includes ambient humidity and road slope, the equipment is a warehouse logistics AGV, and the container swing angle is the inclination angle of the container relative to the AGV chassis plane.

[0026] For example, in this embodiment, the ambient humidity can be collected by a digital humidity sensor installed on the top of the AGV, the road slope can be collected by an inclination sensor, the device speed can be collected by driving the motor encoder pulse count and the vehicle-mounted GPS speed signal, the device drive shaft torque can be collected by a non-contact torque sensor installed on the drive shaft, the container load can be collected by a pressure sensor, the diesel engine exhaust temperature can be collected by a temperature sensor, the container swing angle can be collected by a dual-axis inclination sensor installed on the container base, the device battery charge status can be collected by the battery management system, and the required power can be collected by the controller. It is worth noting that when collecting the road slope by the inclination sensor, the sensor X-axis is parallel to the AGV's forward direction, a positive angle is uphill, and a negative angle is downhill; the above settings are not specifically limited in this embodiment, and those skilled in the art can freely set them according to their needs.

[0027] Please continue reading Figure 1 As shown, the hybrid power system energy management method further includes: Step S102 , dividing the equipment working mode according to the environmental humidity, equipment speed, road slope, equipment drive shaft torque and container load.

[0028] Specifically, when the road slope is greater than or equal to the first slope threshold θ1 and the container load is greater than or equal to the load threshold z0, the equipment working mode is divided into the heavy load climbing mode; When the ambient humidity is greater than the humidity threshold s0 and the device speed is less than the first speed threshold v1, the device operating mode is divided into the low-speed mode; When the absolute value △n of the difference between the device drive shaft torque and the average value of the device drive shaft torque in the historical time window is greater than the torque threshold n0 and the road slope is greater than the second slope threshold θ2, the device operating mode is divided into the anti-skid mode; When the device does not belong to the above three working modes, the working mode is classified as standard mode; Among them, 0.85<s0<0.95, 16°<θ1<20°, 4.5km / h<v1<5.5km / h, 26t<z0<30t, 14N·m<n0<16N·m, 8°<θ2<12°.

[0029] Specifically, in this embodiment, the priority of the heavy-load climbing mode is higher than that of the low-speed mode, and the priority of the low-speed mode is higher than that of the anti-slip mode. If multiple modes are triggered at the same time, the working mode with the highest priority is maintained.

[0030] For example, in this embodiment, the humidity threshold can be set to 0.9, the first speed threshold can be set to 5 km / h, the first slope threshold can be set to 18°, the load threshold can be set to 28t, the torque threshold can be set to 15N·m, and the second slope threshold can be set to 10°; the above settings are not specifically limited in this embodiment, and those skilled in the art can freely set them according to their needs.

[0031] For example, in this embodiment, there is no specific limitation on the setting of the historical time window, and those skilled in the art can freely set it according to needs, wherein the historical time window can be set to 1 historical second.

[0032] Specifically, the system dynamically divides operating modes based on multi-dimensional parameter thresholds, significantly improving its adaptability to complex operating conditions. Heavy-load climbing modes are identified by combining load and slope, wet-slip risks are correlated with humidity and low speed conditions, and anti-slip requirements are determined by combining torque fluctuations with slope. This enables refined classification of typical warehousing and logistics scenarios. A priority mechanism ensures that high-safety modes are prioritized when multiple conditions are triggered, avoiding mode conflicts and enhancing system robustness.

[0033] Please continue reading Figure 1 As shown, the hybrid power system energy management method further includes: Step S103: constructing a thermal risk factor and an energy consumption factor, and calculating the power distribution ratio between the diesel engine and the battery according to the state of charge of the equipment battery, the road slope, the thermal risk factor and the energy consumption factor.

[0034] See also Figure 2 As shown, the method for calculating the power allocation ratio includes: Step S201: constructing a thermal risk factor according to the exhaust temperature of the diesel engine.

[0035] Specifically, the construction process of the heat risk factor is as follows: When the diesel engine exhaust temperature Te is greater than or equal to the exhaust temperature protection threshold Tz, the thermal risk factor is set to 1; When the diesel engine exhaust temperature Te is lower than the exhaust temperature protection threshold Tz, if (Tz-Te) / Tz is less than 0.1, the thermal risk factor is set to lg{6×[1-(Tz-Te) / (Tz×0.1)]+1} / lg7; if (Tz-Te) / Tz is greater than or equal to 0.1, the thermal risk factor is set to 0.

[0036] For example, in this embodiment, the exhaust temperature protection threshold can be set to 600° C., and in this embodiment, no specific limitation is made to the above setting, and those skilled in the art can freely set it according to the operating parameter specification of the diesel engine.

[0037] Specifically, a piecewise function is used to quantify the diesel engine's thermal load state, based on the exhaust temperature protection threshold. High temperatures directly trigger the highest risk level, while a nonlinear function accurately describes the gradual risk evolution in the medium and low temperature ranges. This not only prevents frequent triggering of protection mechanisms that could impact power output, but also provides early warning of potential overheating risks, ensuring the diesel engine operates within a safe temperature range.

[0038] Please continue reading Figure 2 As shown, the method for calculating the power allocation ratio also includes: Step S202: construct an energy consumption factor according to the container swing angle.

[0039] Specifically, when the absolute value of the container swing angle j is less than or equal to the angle threshold jy, the constructed energy consumption factor is 0. When the absolute value of the container swing angle j is greater than the angle threshold jy, the constructed energy consumption factor is exp[4×(|j|-jy) / (|j|+jy)-4], 2.8°<jy<3.8°.

[0040] For example, in this embodiment, the angle threshold may be set to 3°. This embodiment does not specifically limit the setting of the angle threshold, and those skilled in the art may freely set it according to needs.

[0041] Specifically, an exponential energy consumption factor is designed based on the container's swing angle threshold. When the swing angle exceeds the safe range, the factor value increases nonlinearly with the degree of deviation, accurately reflecting the additional energy loss caused by container sway. This design converts mechanical stability into a quantifiable energy consumption indicator, guiding the system to prioritize more stable energy allocation under tilted conditions to reduce swing losses.

[0042] Please continue reading Figure 2 As shown, the method for calculating the power allocation ratio also includes: Step S203 , calculating the power distribution ratio between the diesel engine and the battery according to the state of charge of the device battery, the road slope, the thermal risk factor and the energy consumption factor.

[0043] Specifically, the difference between the device battery state of charge and the target state of charge is recorded as △SOC, and a charge factor is constructed. When △SOC is greater than or equal to 0, the charge factor is set to 0. When △SOC is less than 0, the charge factor is set to ln(3×|△SOC|+1) / ln4, where 0.4<target state of charge<0.7; The power distribution ratio of the diesel engine and the battery is calculated based on the charge factor, road slope θ0, thermal risk factor, and energy consumption factor. The power distribution ratio of the diesel engine and the battery is expressed as follows: β = γ1 × charge factor + γ2 × (1-thermal risk factor) + γ3 × θ0 / θy - γ4 × energy consumption factor; Where β is the power distribution ratio between the diesel engine and the battery, γ1 is the charge weight, γ2 is the thermal risk weight, γ3 is the slope weight, γ4 is the energy consumption weight, γ1+γ2+γ3+γ4=1, θy is the maximum slope threshold, 28°<θy<32°; When the state of charge of the device battery is less than or equal to the charge threshold, the power distribution ratio between the diesel engine and the battery is forcibly set to 1, and 0.05<charge threshold<0.15.

[0044] Specifically, when β is less than the minimum energy supply ratio, the value of β is the minimum energy supply ratio, and the value range of the minimum energy supply ratio is [0.15, 0.25]. In this embodiment, there is no specific limitation on the setting of the minimum energy supply ratio, and those skilled in the art can freely set it according to needs.

[0045] Specifically, when the road slope is less than 0°, it is regarded as 0° when calculating the power distribution ratio between the diesel engine and the battery.

[0046] For example, in this embodiment, the charge weight can be set to 0.4, the thermal risk weight can be set to 0.3, the slope weight can be set to 0.2, the energy consumption factor weight can be set to 0.1, the maximum slope threshold can be set to 30°, the charge threshold can be set to 0.1, and the target state of charge can be set to 0.65; the above settings are not specifically limited in this embodiment, and those skilled in the art can freely set them according to their needs.

[0047] Specifically, a weighted formula dynamically generates the power distribution ratio between the diesel engine and the battery, taking into account state-of-charge deviation, slope, thermal risk, and energy consumption factors. The charge factor prioritizes ensuring the battery is within a reasonable range, the thermal risk factor suppresses diesel engine load under high-temperature conditions, the slope weighting emphasizes diesel engine-dominant output when climbing, and the energy consumption factor suppresses battery use at high swing angles. These multiple weights work together to achieve safe, efficient, and stable energy distribution, and force the diesel engine to output full power when the battery is critically low, avoiding the risk of battery over-discharge.

[0048] Please continue reading Figure 1 As shown, the hybrid power system energy management method further includes: Step S104 , dynamically allocating diesel engine power and battery power according to the device operating mode and the power allocation ratio of the diesel engine and the battery.

[0049] Specifically, when the device battery state of charge is less than or equal to the charge threshold, the diesel engine power is set to Pc1, Pc1=Pd, Pd is the total required power, the battery discharge power is set to 0, and the battery low power warning is triggered at the same time; When the device battery state of charge is greater than the charge threshold: If the equipment is operating in low-speed mode, set the diesel engine power to Pc2, Pc2=0.4×Pd, and the battery discharge power to Pb1, Pb1=Pd-Pc2; If the equipment is in anti-skid mode, the diesel engine power is set to Pc3, Pc3 = Pd × [0.7-0.3 × min (1, △ n / (2 × n0))], and the battery discharge power is set to Pb2, Pb2 = Pd - Pc3; If the equipment is operating in heavy-load climbing mode, set the diesel engine power to Pc4, Pc4=Pd, and set the battery discharge power to 0; If the equipment is in standard mode, the diesel engine power is set to Pc5, Pc5=β×Pd, and the battery discharge power is set to Pb3, Pb3=(1-β)×Pd.

[0050] Specifically, based on working mode recognition and power allocation ratio, differentiated energy scheduling strategies are implemented: in the low-battery state, the diesel engine is forced to output full power to ensure the basic operating capability of the system and avoid battery over-discharge; the battery output ratio is increased for low-speed working conditions to give full play to the advantages of fast response and high efficiency of the motor; in anti-skid mode, the diesel engine load is dynamically reduced according to torque fluctuations, and the battery is used to quickly compensate for the power gap to enhance road adhesion; for heavy-load climbing conditions, the full power output of the diesel engine is prioritized to meet high-intensity power requirements; and in standard mode, the dual energy output is coordinated according to the ratio of multi-factor optimization. This strategy significantly improves the system's adaptability under complex working conditions of warehousing and logistics, ensuring both power response and equipment safety, and reducing overall energy consumption through dynamic optimization of the energy structure, thus achieving an efficient and reliable energy management closed loop.

[0051] Please continue reading Figure 1 As shown, the hybrid power system energy management method further includes: Step S105 , providing a diesel engine abnormality warning to the user based on the diesel engine exhaust temperature within the management period, and updating the calculation process of the diesel engine power and battery power distribution ratio.

[0052] See also Figure 3 As shown, the combustion efficiency analysis method includes: Step S301: providing a warning to the user of abnormal diesel engine status based on the diesel engine exhaust temperature within a management period.

[0053] Specifically, the average value of the diesel engine exhaust temperature during the management cycle is calculated as Wp. When Wp is greater than the critical temperature threshold Lw, the diesel engine status in the current management cycle is determined to be abnormal, and an abnormal diesel engine status warning is issued to the user; otherwise, the diesel engine status in the current management cycle is determined to be normal, and no abnormal diesel engine status warning is issued to the user.

[0054] Specifically, the critical temperature threshold value ranges from (exhaust temperature protection threshold value - 30° C.) to (exhaust temperature protection threshold value - 20° C.).

[0055] For example, in this embodiment, the critical temperature threshold may be set to 580° C. In this embodiment, there is no specific limitation on the setting of the critical temperature threshold, and those skilled in the art may freely set it according to needs.

[0056] For example, in this embodiment, the management period may be set to 3 minutes. In this embodiment, there is no specific limitation on the setting of the management period, and those skilled in the art may freely set it according to needs.

[0057] Specifically, the average exhaust temperature over the management cycle is used as a status assessment indicator, combined with critical temperature thresholds to generate early warning signals. This mechanism avoids false alarms due to momentary temperature fluctuations and focuses on persistent high temperature trends, providing an accurate basis for proactive maintenance and extending the service life of the diesel engine.

[0058] Please continue reading Figure 3 As shown, the combustion efficiency analysis method further includes: Step S302: updating the calculation process of the power distribution ratio between the diesel engine and the battery according to the abnormal diesel engine status warning.

[0059] Specifically, when the user is warned of abnormal diesel engine status in the current management cycle, the thermal risk weight of the next management cycle is updated to γ2', setting γ2'=γ2+γ0, the charge weight of the next management cycle is updated to γ1', setting γ1'=γ1-γ0 / 3, the slope weight of the next management cycle is updated to γ3', setting γ3'=γ3-γ0 / 3, and the energy consumption factor weight of the next management cycle is updated to γ4', setting γ4'=γ4-γ0 / 3, where γ0 is a preset adjustment value, 0<γ0<0.15; Specifically, if the user is still warned of abnormal diesel engine status in the next management cycle, the current thermal risk weight, slope weight, energy consumption factor weight, and charge weight are maintained, and each weight is reset when the combustion efficiency is normal.

[0060] For example, in this embodiment, the preset adjustment value can be set to 0.1. In this embodiment, there is no specific limitation on the setting of the preset adjustment value. Those skilled in the art can freely set it according to the adjustment range, as long as the value requirements of the preset adjustment value are met.

[0061] Specifically, when the diesel engine is in an abnormal warning state, the power distribution weight is dynamically adjusted: the thermal risk weight is increased to force the diesel engine load to be reduced, and other weights are simultaneously compressed proportionally to ensure the balance of the total weight. Under the premise of ensuring power demand, this mechanism actively reduces the thermal load of the diesel engine to promote its restoration to a safe state, and resets the weight after returning to normal, realizing parameter adaptive optimization.

[0062] See also Figure 4 As shown, the hybrid system energy management platform includes: Data acquisition unit, used to collect equipment status data and environmental data; Mode division unit, used to divide the equipment working mode according to environmental humidity, equipment speed, road slope, equipment drive shaft torque and container load; The power distribution ratio calculation unit is used to construct a thermal risk factor and an energy consumption factor, and calculate the power distribution ratio between the diesel engine and the battery based on the equipment battery state of charge, road slope, thermal risk factor and energy consumption factor; A distribution unit is used to dynamically distribute diesel engine power and battery power according to the equipment working mode and the power distribution ratio of the diesel engine and the battery; The management unit is used to provide the user with combustion efficiency warnings based on the diesel engine exhaust temperature within the management cycle, and to update the calculation process of the power distribution ratio between the diesel engine and the battery.

[0063] The hybrid power system energy management platform provided in the embodiments of the present application can execute the hybrid power system energy management method provided in any embodiment of the present application and has the corresponding functional modules and beneficial effects of the execution method.

[0064] See also Figure 5 As shown, it is a structural diagram of an electronic device in this embodiment. The electronic device in the embodiment of the present invention may include but is not limited to mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), wearable electronic devices, etc., as well as fixed terminals such as digital TVs, desktop computers, smart home devices, etc. Figure 5 The electronic device shown is only an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0065] like Figure 5As shown, the electronic device includes: a processor 501, a memory 502, a communication interface 503, and a system bus 504. The processor includes at least one of a central processing unit (CPU), a graphics processing unit (GPU), or a field programmable gate array (FPGA), and is configured to call computer programs and data stored in the memory and generate control instructions; the memory includes random access memory (RAM) and / or non-volatile memory (NVM), and the NVM includes flash memory, solid-state drive (SSD), or a combination thereof, for storing computer programs, processing intermediate data, and historical data sets; the communication interface includes a wired communication module and a wireless communication module. The wired communication module supports Ethernet or RS-485 protocols for connecting to a sensor network; the wireless communication module supports LoRa, 5G, or satellite communication protocols for transmitting processing results to a remote server; the system bus adopts a PCI Express or AXI bus architecture to achieve high-speed data exchange and clock synchronization between the processor, memory, and communication interface.

[0066] This embodiment further provides a computer-readable storage medium, which physically stores computer-executable instructions. When the instructions are transmitted to the processing unit via the integrated circuit substrate, they are packaged and processed through the data channel of the bus system and then solidified into the non-volatile storage area of ​​the storage module. The executable instructions are configured to implement the complete technical solution described in the hybrid power system energy management method when executed by the processor.

[0067] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not limitations on the implementation methods of the present invention. For ordinary technicians in this field, other different forms of changes or modifications can be made based on the above description. It is impossible to list all the implementation methods here. All obvious changes or modifications derived from the technical solution of the present invention are still within the scope of protection of the present invention.

Claims

1. A hybrid power system energy management method, characterized in that: include: Collect equipment status data and environmental data; Divide the equipment working mode according to the ambient humidity, equipment speed, road slope, equipment drive shaft torque and container load; Construct thermal risk factors and energy consumption factors, and calculate the power distribution ratio between the diesel engine and the battery based on the equipment battery state of charge, road slope, thermal risk factors, and energy consumption factors; Dynamically allocate diesel engine power and battery power according to the equipment working mode and the power distribution ratio of diesel engine and battery; According to the diesel engine exhaust temperature within the management cycle, the user is warned of abnormal diesel engine status and the calculation process of the power distribution ratio between the diesel engine power and the battery power is updated.

2. The hybrid power system energy management method according to claim 1, characterized in that: When the road slope is greater than or equal to the first slope threshold θ1 and the container load is greater than or equal to the load threshold z0, the equipment working mode is divided into the heavy load climbing mode; When the ambient humidity is greater than the humidity threshold s0 and the device speed is less than the first speed threshold v1, the device operating mode is divided into a low-speed mode; When the absolute value △n of the difference between the device drive shaft torque and the average value of the device drive shaft torque in the historical time window is greater than the torque threshold n0 and the road slope is greater than the second slope threshold θ2, the device operating mode is divided into the anti-skid mode; When the device does not belong to the above three working modes, the working mode is classified as standard mode.

3. The hybrid power system energy management method according to claim 2, characterized in that: The construction process of the heat risk factor is as follows: When the diesel engine exhaust temperature Te is greater than or equal to the exhaust temperature protection threshold Tz, the thermal risk factor is set to 1; When the diesel engine exhaust temperature Te is lower than the exhaust temperature protection threshold Tz, if (Tz-Te) / Tz is less than 0.1, the thermal risk factor is set to lg{6×[1-(Tz-Te) / (Tz×0.1)]+1} / lg7; if (Tz-Te) / Tz is greater than or equal to 0.1, the thermal risk factor is set to 0.

4. The hybrid power system energy management method according to claim 3, characterized in that: The process of constructing the energy consumption factor is as follows: When the absolute value of the container swing angle j is less than or equal to the angle threshold jy, the constructed energy consumption factor is 0. When the absolute value of the container swing angle j is greater than the angle threshold jy, the constructed energy consumption factor is exp[4×(|j|-jy) / (|j|+jy)-4].

5. The hybrid power system energy management method according to claim 4, characterized in that: The calculation process of the power distribution ratio between the diesel engine and the battery is as follows: The difference between the device battery state of charge and the target state of charge is recorded as △SOC, and a charge factor is constructed. When △SOC is greater than or equal to 0, the charge factor is set to 0. When △SOC is less than 0, the charge factor is set to ln(3×|△SOC|+1) / ln4; The power distribution ratio of the diesel engine and the battery is calculated based on the charge factor, road slope θ0, thermal risk factor, and energy consumption factor. The power distribution ratio of the diesel engine and the battery is expressed as follows: β = γ1 × charge factor + γ2 × (1-thermal risk factor) + γ3 × θ0 / θy - γ4 × energy consumption factor; Where β is the power distribution ratio between the diesel engine and the battery, γ1 is the charge weight, γ2 is the thermal risk weight, γ3 is the slope weight, γ4 is the energy consumption weight, γ1+γ2+γ3+γ4=1, and θy is the maximum slope threshold; When the state of charge of the device battery is less than or equal to the charge threshold, the power distribution ratio between the diesel engine and the battery is forcibly set to 1.

6. The hybrid power system energy management method according to claim 5, characterized in that: When the battery state of charge of the device is less than or equal to the charge threshold, the diesel engine power is set to Pc1, the battery discharge power is set to 0, and a low battery warning is triggered. When the device battery state of charge is greater than the charge threshold: If the equipment is operating in low-speed mode, set the diesel engine power to Pc2 and the battery discharge power to Pb1; If the equipment is in anti-skid mode, set the diesel engine power to Pc3 and the battery discharge power to Pb2; If the equipment is operating in heavy-load climbing mode, set the diesel engine power to Pc4, Pc4=Pd, and set the battery discharge power to 0; If the equipment is in standard mode, set the diesel engine power to Pc5 and the battery discharge power to Pb3.

7. The hybrid power system energy management method according to claim 6, characterized in that: Calculate the average value of the diesel engine exhaust temperature during the management cycle, Wp. When Wp is greater than the critical temperature threshold Lw, the diesel engine status in the current management cycle is determined to be abnormal, and the user is warned of the abnormal diesel engine status. Otherwise, it is determined that the diesel engine status is normal in the current management cycle, and no abnormal diesel engine status warning is issued to the user.

8. The hybrid power system energy management method according to claim 7, characterized in that: When the user is warned of abnormal diesel engine status in the current management cycle, the thermal risk weight of the next management cycle is updated to γ2', and γ2'=γ2+γ0 is set. The charge weight of the next management cycle is updated to γ1', and γ1'=γ1-γ0 / 3 is set. The slope weight of the next management cycle is updated to γ3', and γ3'=γ3-γ0 / 3. The energy consumption factor weight of the next management cycle is updated to γ4', and γ4'=γ4-γ0 / 3. γ0 is the preset adjustment value.

9. A hybrid power system energy management platform, applied to the hybrid power system energy management method according to any one of claims 1 to 8, characterized in that: include: Data acquisition unit, used to collect equipment status data and environmental data; Mode division unit, used to divide the equipment working mode according to environmental humidity, equipment speed, road slope, equipment drive shaft torque and container load; The power distribution ratio calculation unit is used to construct a thermal risk factor and an energy consumption factor, and calculate the power distribution ratio between the diesel engine and the battery based on the equipment battery state of charge, road slope, thermal risk factor and energy consumption factor; A distribution unit is used to dynamically distribute diesel engine power and battery power according to the equipment working mode and the power distribution ratio of the diesel engine and the battery; The management unit is used to provide the user with an abnormal diesel engine status warning based on the diesel engine exhaust temperature within the management period, and to update the calculation process of the diesel engine power and battery power distribution ratio.

10. An electronic device, characterized in that: The electronic device comprises: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the hybrid power system energy management method according to any one of claims 1 to 8.

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