Hybrid system energy management method, platform and electronic device

Abstract

This invention relates to the field of hybrid power system technology, and more particularly to a hybrid power system energy management method, platform, and electronic device. The method includes: collecting equipment status data and environmental data; classifying equipment operating modes based on ambient humidity, equipment speed, road slope, equipment drive shaft torque, and container load; constructing thermal risk factors and energy consumption factors, and calculating the power allocation ratio between the diesel engine and battery based on the equipment battery state of charge, road slope, thermal risk factors, and energy consumption factors; dynamically allocating diesel engine power and battery power according to the equipment operating mode and the power allocation ratio; providing combustion efficiency warnings to the user based on the diesel engine exhaust temperature within the management cycle, and updating the calculation process for the diesel engine and battery power allocation ratio. This invention intelligently senses operating conditions and dynamically allocates energy, significantly reducing fuel consumption and battery wear, and improving system stability and equipment lifespan.

Description

Technical Field

[0001] This invention relates to the field of hybrid power system technology, and in particular to a hybrid power system energy management method, platform, and electronic device. Background Technology

[0002] Hybrid power systems for warehousing and logistics AGVs face challenges under complex operating conditions: frequent starts and stops on fixed routes, heavy-load climbing and unloaded descents lead to inefficiencies in traditional energy distribution strategies.

[0003] Existing technologies have significant drawbacks: First, static power distribution modes cannot adapt to sudden changes in slope and load fluctuations, causing diesel engines to frequently deviate from their efficient operating range. Second, dynamic factors such as tire slippage and container sway caused by environmental humidity are not quantified and incorporated into the control system. Third, the lack of a health status feedback mechanism for battery and diesel engine collaboration easily leads to system reliability risks. Especially when the container sway angle increases, mechanical vibration energy consumption intensifies without effective suppression, while continued high-load operation despite decreased combustion efficiency further deteriorates fuel economy. There is an urgent need to construct a new energy management architecture that integrates multi-source state perception, adaptive operating condition identification, and dynamic weight optimization. Summary of the Invention

[0004] The purpose of this 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 objectives, the present invention adopts the following technical solution:

[0006] A hybrid power system energy management method, comprising:

[0007] Collect equipment status data and environmental data;

[0008] The equipment's operating modes are determined based on ambient humidity, equipment speed, road slope, equipment drive shaft torque, and container load.

[0009] Construct thermal risk factors and energy consumption factors, and calculate the power distribution ratio between the diesel engine and the battery based on the battery state of charge, road slope, thermal risk factors, and energy consumption factors;

[0010] The diesel engine power and battery power are dynamically allocated according to the equipment's operating mode and the power distribution ratio between the diesel engine and the battery.

[0011] The system provides users with early warnings of abnormal diesel engine conditions based on the diesel engine exhaust temperature within the management cycle, and updates the calculation process for the power distribution ratio between the diesel engine and the battery.

[0012] 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 classified as heavy-load climbing mode.

[0013] 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's operating mode is classified as low speed mode.

[0014] When the absolute value Δn 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 surface slope is greater than the second slope threshold θ2, the device working mode is classified as anti-slip mode.

[0015] When the equipment does not fall into any of the three working modes mentioned above, its working mode is classified as the standard mode.

[0016] Furthermore, the construction process of the thermal risk factor is as follows:

[0017] 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;

[0018] When the diesel engine exhaust temperature Te is less 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.

[0019] Furthermore, the process of constructing the energy consumption factor is as follows:

[0020] When the absolute value of the container swing angle j is less than or equal to the angle threshold jy, the energy consumption factor is 0. When the absolute value of the container swing angle j is greater than the angle threshold jy, the energy consumption factor is exp[4×(|j|-jy) / (|j|+jy)-4].

[0021] Furthermore, the calculation process for the power distribution ratio between the diesel engine and the battery is as follows:

[0022] The difference between the device's battery state of charge and the target state of charge is denoted as ΔSOC, and a charge factor is constructed. When ΔSOC is greater than or equal to 0, the charge factor is set to 0, and when ΔSOC is less than 0, the charge factor is set to ln(3×|ΔSOC|+1) / ln4.

[0023] The power distribution ratio between the diesel engine and the battery is calculated based on the charge factor, road slope θ0, thermal risk factor, and energy consumption factor. The expression for the power distribution ratio between the diesel engine and the battery is as follows:

[0024] β = γ1 × charge factor + γ2 × (1 - thermal risk factor) + γ3 × θ0 / θy - γ4 × energy consumption factor;

[0025] In the formula, 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.

[0026] When the battery state of charge 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.

[0027] Furthermore, when the battery state of charge 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.

[0028] When the device's battery state of charge is greater than the charge threshold:

[0029] If the equipment is in low-speed mode, set the diesel engine power to Pc2 and the battery discharge power to Pb1.

[0030] If the equipment is in anti-slip mode, set the diesel engine power to Pc3 and the battery discharge power to Pb2.

[0031] If the equipment is in heavy-load climbing mode, set the diesel engine power to Pc4, Pc4=Pd, and set the battery discharge power to 0.

[0032] If the equipment is in standard mode, set the diesel engine power to Pc5 and the battery discharge power to Pb3.

[0033] Furthermore, the average exhaust temperature of the diesel engine during the management cycle is calculated as Wp. When Wp is greater than the critical temperature threshold Lw, the diesel engine is determined to be in an abnormal state during the current management cycle, and an abnormal diesel engine status warning is issued to the user; otherwise, the diesel engine is determined to be in a normal state during the current management cycle, and no abnormal diesel engine status warning is issued to the user.

[0034] Furthermore, when issuing a warning to the user about abnormal diesel engine status during the current management cycle, the thermal risk weight for the next management cycle is updated to γ2', with γ2'=γ2+γ0; the charge weight for the next management cycle is updated to γ1', with γ1'=γ1-γ0 / 3; the slope weight for the next management cycle is updated to γ3', with γ3'=γ3-γ0 / 3; and the energy consumption factor weight for the next management cycle is updated to γ4', with γ4'=γ4-γ0 / 3, where γ0 is a preset adjustment value.

[0035] According to another aspect of this application, a hybrid power system energy management platform is provided, comprising:

[0036] The data acquisition unit is used to collect equipment status data and environmental data;

[0037] The mode division unit is used to classify the equipment's working mode based on ambient humidity, equipment speed, road slope, equipment drive shaft torque, and container load.

[0038] The power allocation ratio calculation unit is used to construct thermal risk factors and energy consumption factors, and calculate the power allocation ratio between the diesel engine and the battery based on the battery charge status, road slope, thermal risk factors and energy consumption factors.

[0039] The distribution unit is used to dynamically allocate diesel engine power and battery power according to the equipment's operating mode and the power distribution ratio between the diesel engine and the battery.

[0040] The management unit is used to provide users with early warnings of abnormal diesel engine conditions 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.

[0041] According to another aspect of this application, an electronic device is provided, the electronic device comprising:

[0042] One or more processors;

[0043] Storage device for storing one or more programs;

[0044] 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.

[0045] The beneficial effects of this invention are as follows: By collaboratively sensing equipment status and environmental parameters through multi-source data, combined with adaptive operating condition recognition and multi-objective dynamic optimization, the overall performance of the hybrid power system of warehousing and logistics AGVs is significantly improved. Simultaneously, based on thermal risk factors and graded prediction of anti-slip modes, equipment operational safety is enhanced, and the failure rate is significantly reduced. Mechanical losses are suppressed through energy consumption factors, and differentiated power allocation strategies for typical operating conditions such as low speed and climbing are implemented to achieve efficient energy utilization. A weighted adaptive mechanism is introduced to respond to abnormal diesel engine conditions, ensuring continuous and stable system operation. Finally, the system accurately matches the needs of complex scenarios such as frequent start-stop operations and heavy-load ramps in warehousing and logistics AGVs, reducing overall energy consumption while ensuring response speed. This solution provides a highly robust, low-emission closed-loop energy management solution for automated warehousing and logistics equipment, contributing to the construction of green and intelligent warehousing and logistics. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a flowchart illustrating the energy management method for the hybrid power system in this embodiment.

[0048] Figure 2 This is a flowchart illustrating the calculation method for the power allocation ratio in this embodiment.

[0049] Figure 3 This is a flowchart illustrating the combustion efficiency analysis method in this embodiment.

[0050] Figure 4 This is a schematic diagram of the energy management platform of the hybrid power system in this embodiment.

[0051] Figure 5 This is a schematic diagram of the electronic device in this embodiment. Detailed Implementation

[0052] To more clearly illustrate the present invention, the following description, in conjunction with preferred embodiments and accompanying drawings, further explains the invention. Similar components in the drawings are indicated by the same reference numerals. Those skilled in the art should understand that the specific description below is illustrative rather than restrictive and should not be construed as limiting the scope of protection of the present invention.

[0053] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0054] Specifically, this embodiment is applied to the energy management of a hybrid power system for warehousing and logistics AGVs. AGVs operate on fixed routes in container terminals and experience typical working conditions such as frequent starts and stops, heavy-load uphill climbing, and empty-load downhill climbing. It is necessary to dynamically coordinate the energy distribution between the diesel generator and the battery pack.

[0055] Please see Figure 1As shown, it is a flowchart illustrating the energy management method of the hybrid power system in this embodiment, including:

[0056] Step S101: Collect equipment status data and environmental data. The equipment status data includes equipment speed, equipment drive shaft torque, container load, diesel engine exhaust temperature, container tilt angle, equipment battery state of charge and required power. The environmental data includes ambient humidity and road slope. The equipment is a warehouse logistics AGV. The container tilt angle is the tilt angle of the container relative to the AGV chassis plane.

[0057] For example, in this embodiment, ambient humidity can be collected by a digital humidity sensor installed on top of the AGV, road slope can be collected by a tilt sensor, speed can be collected by the drive motor encoder pulse count and the vehicle GPS speed signal, drive shaft torque can be collected by a non-contact torque sensor installed on the drive shaft, container load can be collected by a pressure sensor, diesel engine exhaust temperature can be collected by a temperature sensor, container swing angle can be collected by a dual-axis tilt sensor installed on the container base, battery charge status can be collected by a battery management system, and required power can be collected by a controller. It is worth noting that when collecting road slope by tilt sensor, the X-axis of the sensor is parallel to the AGV's forward direction, with a positive angle representing uphill and a negative angle representing downhill. This embodiment does not specifically limit the above settings, and those skilled in the art can freely set them according to their needs.

[0058] Please continue reading. Figure 1 As shown, the hybrid power system energy management method further includes:

[0059] Step S102: Divide the equipment working mode according to the ambient humidity, equipment speed, road slope, equipment drive shaft torque and container load.

[0060] 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 classified as heavy load climbing mode.

[0061] 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's operating mode is classified as low speed mode.

[0062] When the absolute value Δn 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 surface slope is greater than the second slope threshold θ2, the device working mode is classified as anti-slip mode.

[0063] When the equipment does not fall into any of the three working modes mentioned above, its working mode is classified as the standard mode.

[0064] Among them, 0.85 < s0 < 0.95, 16° < θ1 < 20°, 4.5 km / h < v1 < 5.5 km / h, 26t < z0 < 30t, 14 N·m < n0 < 16 N·m, and 8° < θ2 < 12°.

[0065] 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.

[0066] 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 15 N·m, and the second slope threshold can be set to 10°. This embodiment does not specifically limit the above settings, and those skilled in the art can set them freely according to their needs.

[0067] For example, this embodiment does not specifically limit the setting of the historical time window. Those skilled in the art can set it freely according to their needs. The historical time window can be set to 1 second.

[0068] Specifically, the system dynamically classifies operating modes based on multi-dimensional parameter thresholds, significantly improving its adaptability to complex working conditions. It identifies heavy-load climbing modes by combining load and slope, correlates wet slip risk with humidity and low-speed conditions, and determines anti-slip requirements by combining torque fluctuations with slope, achieving refined classification of typical warehousing and logistics scenarios. A priority mechanism ensures that high-safety-requirement modes are prioritized when multiple conditions are triggered, avoiding mode conflicts and enhancing system robustness.

[0069] Please continue reading. Figure 1 As shown, the hybrid power system energy management method further includes:

[0070] Step S103: Construct thermal risk factors and energy consumption factors, and calculate the power distribution ratio between the diesel engine and the battery based on the battery state of charge, road slope, thermal risk factors and energy consumption factors.

[0071] Please see Figure 2 As shown, the method for calculating the power allocation ratio includes:

[0072] Step S201: Construct a thermal risk factor based on the diesel engine exhaust temperature.

[0073] Specifically, the process of constructing the thermal risk factor is as follows:

[0074] 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;

[0075] When the diesel engine exhaust temperature Te is less 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.

[0076] For example, in this embodiment, the exhaust temperature protection threshold can be set to 600°C. In this embodiment, the above setting is not specifically limited, and those skilled in the art can set it freely according to the diesel engine's operating parameter manual.

[0077] Specifically, based on the exhaust temperature protection threshold, a piecewise function is used to quantify the diesel engine's thermal load status. The highest risk level is directly triggered in the high-temperature range, while the risk gradient trend is accurately described through a nonlinear function in the medium and low-temperature ranges. This avoids frequent triggering of the protection mechanism, which could affect power output, and provides early warning of potential overheating risks, ensuring that the diesel engine operates within a safe temperature range.

[0078] Please continue reading. Figure 2 As shown, the method for calculating the power allocation ratio further includes:

[0079] Step S202: Construct the energy consumption factor based on the container swing angle.

[0080] Specifically, when the absolute value of the container swing angle j is less than or equal to the angle threshold jy, the energy consumption factor is 0. When the absolute value of the container swing angle j is greater than the angle threshold jy, the energy consumption factor is exp[4×(|j|-jy) / (|j|+jy)-4], where 2.8°<jy<3.8°.

[0081] For example, in this embodiment, the angle threshold can be set to 3°. This embodiment does not specifically limit the setting of the angle threshold, and those skilled in the art can set it freely according to their needs.

[0082] Specifically, an exponential energy consumption factor is designed based on the container swing angle threshold. When the swing angle exceeds the safe range, the factor value increases non-linearly with the degree of deviation, accurately reflecting the additional energy loss caused by container swaying. This design transforms mechanical stability into a quantifiable energy consumption indicator, guiding the system to prioritize the allocation of more stable energy to reduce swaying losses under tilting conditions.

[0083] Please continue reading. Figure 2 As shown, the method for calculating the power allocation ratio further includes:

[0084] Step S203: Calculate the power distribution ratio between the diesel engine and the battery based on the battery state of charge, road slope, thermal risk factor, and energy consumption factor.

[0085] Specifically, the difference between the device's battery state of charge and the target state of charge is denoted as ΔSOC, and a charge factor is constructed. When ΔSOC is greater than or equal to 0, the charge factor is set to 0. When ΔSOC is less than 0, the charge factor is set to ln(3×|ΔSOC|+1) / ln4, where 0.4 < target state of charge < 0.7.

[0086] The power distribution ratio between the diesel engine and the battery is calculated based on the charge factor, road slope θ0, thermal risk factor, and energy consumption factor. The expression for the power distribution ratio between the diesel engine and the battery is as follows:

[0087] β = γ1 × charge factor + γ2 × (1 - thermal risk factor) + γ3 × θ0 / θy - γ4 × energy consumption factor;

[0088] In the formula, 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°.

[0089] When the battery state of charge 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, where 0.05 < charge threshold < 0.15.

[0090] Specifically, when β is less than the minimum energy supply ratio, the value of β is the minimum energy supply ratio, and the range of the minimum energy supply ratio is [0.15, 0.25]. In this embodiment, the setting of the minimum energy supply ratio is not specifically limited, and those skilled in the art can set it freely according to their needs.

[0091] Specifically, when the road surface slope is less than 0°, it is treated as 0° when calculating the power distribution ratio between the diesel engine and the battery.

[0092] 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 charge state can be set to 0.65. This embodiment does not specifically limit the above settings, and those skilled in the art can set them freely according to their needs.

[0093] Specifically, considering factors such as state of charge deviation, gradient, thermal risk, and energy consumption factor, a weighted formula is used to dynamically generate the power allocation ratio between the diesel engine and the battery. The state of charge factor prioritizes ensuring the battery operates within a reasonable range, the thermal risk factor suppresses the diesel engine load under high-temperature conditions, the gradient weight strengthens the diesel engine's dominant output during climbing, and the energy consumption factor suppresses battery usage at high sway angles. This multi-weighted approach achieves safe, efficient, and stable energy distribution, and forces the diesel engine to output full power when the battery charge is extremely low, avoiding the risk of battery over-discharge.

[0094] Please continue reading. Figure 1 As shown, the hybrid power system energy management method further includes:

[0095] Step S104: Dynamically allocate diesel engine power and battery power according to the equipment working mode and the power distribution ratio between the diesel engine and the battery.

[0096] Specifically, when the battery state of charge is less than or equal to the charge threshold, the diesel engine power is set to Pc1, where Pc1 = Pd, and Pd is the total required power. The battery discharge power is set to 0, and a low battery warning is triggered.

[0097] When the device's battery state of charge is greater than the charge threshold:

[0098] If the equipment is in low-speed mode, set the diesel engine power to Pc2, Pc2 = 0.4 × Pd, and set the battery discharge power to Pb1, Pb1 = Pd - Pc2.

[0099] If the equipment is in anti-slip mode, the power of the diesel engine 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;

[0100] If the equipment is in heavy-load climbing mode, set the diesel engine power to Pc4, Pc4=Pd, and set the battery discharge power to 0.

[0101] 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.

[0102] Specifically, based on operating mode recognition and power allocation ratio, a differentiated energy dispatch strategy is implemented: In low-battery conditions, the diesel engine is forced to output full power to ensure basic system operation and prevent battery over-discharge; for low-speed conditions, the battery output ratio is increased to fully leverage the advantages of the electric motor's fast response and high efficiency; in anti-slip mode, the diesel engine load is dynamically reduced based on torque fluctuations, using the battery to quickly compensate for power gaps and enhance road adhesion; for heavy-load climbing conditions, full power output of the diesel engine is prioritized to meet high-intensity power demands; and in standard mode, dual energy output is coordinated according to a multi-factor optimized ratio. This strategy significantly improves the system's adaptability to complex warehousing and logistics conditions, ensuring both power response and equipment safety, while reducing overall energy consumption through dynamic optimization of the energy structure, achieving an efficient and reliable energy management closed loop.

[0103] Please continue reading. Figure 1 As shown, the hybrid power system energy management method further includes:

[0104] Step S105: Based on the diesel engine exhaust temperature within the management cycle, issue an early warning to the user regarding abnormal diesel engine status, and update the calculation process of the power distribution ratio between the diesel engine and the battery.

[0105] Please see Figure 3 As shown, the combustion efficiency analysis method includes:

[0106] Step S301: Issue an early warning to the user regarding abnormal diesel engine status based on the diesel engine exhaust temperature within the management cycle.

[0107] Specifically, the average exhaust temperature of the diesel engine during the management cycle is calculated as Wp. When Wp is greater than the critical temperature threshold Lw, the diesel engine is determined to be in an abnormal state during the current management cycle, and an abnormal diesel engine status warning is issued to the user. Conversely, when Wp is less than Lw, the diesel engine is determined to be in a normal state during the current management cycle, and no abnormal diesel engine status warning is issued to the user.

[0108] Specifically, the critical temperature threshold range is (exhaust temperature protection threshold - 30℃) - (exhaust temperature protection threshold - 20℃).

[0109] For example, in this embodiment, the critical temperature threshold can be set to 580°C. This embodiment does not specifically limit the setting of the critical temperature threshold, and those skilled in the art can set it freely according to their needs.

[0110] For example, in this embodiment, the management cycle can be set to 3 minutes. This embodiment does not specifically limit the setting of the management cycle, and those skilled in the art can set it freely according to their needs.

[0111] Specifically, the average exhaust temperature within the management cycle is used as a condition assessment indicator, and a warning signal is generated by combining it with a critical temperature threshold. This mechanism avoids false alarms due to instantaneous temperature fluctuations, focuses on sustained high temperature trends, provides accurate data for proactive maintenance, and extends the service life of diesel engines.

[0112] Please continue reading. Figure 3 As shown, the combustion efficiency analysis method further includes:

[0113] Step S302: The calculation process of updating the power distribution ratio between the diesel engine and the battery based on the abnormal diesel engine status warning.

[0114] Specifically, when issuing a warning to users about abnormal diesel engine status in the current management cycle, the thermal risk weight for the next management cycle is updated to γ2', with γ2'=γ2+γ0; the charge weight for the next management cycle is updated to γ1', with γ1'=γ1-γ0 / 3; the slope weight for the next management cycle is updated to γ3', with γ3'=γ3-γ0 / 3; and the energy consumption factor weight for the next management cycle is updated to γ4', with γ4'=γ4-γ0 / 3. γ0 is a preset adjustment value, 0<γ0<0.15.

[0115] Specifically, if the next management cycle still issues warnings to users about abnormal diesel engine status, the current thermal risk weight, slope weight, energy consumption factor weight, and charge weight will be maintained. When the combustion efficiency is normal, each weight will be reset.

[0116] For example, in this embodiment, the preset adjustment value can be set to 0.1. This embodiment does not specifically limit the setting of the preset adjustment value. Those skilled in the art can set it freely according to the adjustment range, as long as the value requirement of the preset adjustment value is met.

[0117] Specifically, in the case of an abnormal warning state of the diesel engine, the power distribution weight is dynamically adjusted: the thermal risk weight is increased to forcibly reduce the diesel engine load, and other weights are compressed proportionally at the same time 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 recovery to a safe state, and resets the weight after it returns to normal, so as to achieve parameter adaptive optimization.

[0118] Please see Figure 4 As shown, the hybrid power system energy management platform includes:

[0119] The data acquisition unit is used to collect equipment status data and environmental data;

[0120] The mode division unit is used to classify the equipment's working mode based on ambient humidity, equipment speed, road slope, equipment drive shaft torque, and container load.

[0121] The power allocation ratio calculation unit is used to construct thermal risk factors and energy consumption factors, and calculate the power allocation ratio between the diesel engine and the battery based on the battery charge status, road slope, thermal risk factors and energy consumption factors.

[0122] The distribution unit is used to dynamically allocate diesel engine power and battery power according to the equipment's operating mode and the power distribution ratio between the diesel engine and the battery.

[0123] The management unit is used to provide users 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.

[0124] The hybrid power system energy management platform provided in this application embodiment can execute the hybrid power system energy management method provided in any embodiment of this application, and has the corresponding functional modules and beneficial effects of the execution method.

[0125] Please see Figure 5 As shown, it is a structural schematic diagram of an electronic device in this embodiment. The electronic device in this embodiment 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 terminals (such as vehicle 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 merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0126] like Figure 5 As 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), 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), the NVM including flash memory, solid-state drive (SSD), or a combination thereof, used to store computer programs, process intermediate data, and historical data sets; the communication interface includes a wired communication module and a wireless communication module, the wired communication module supporting Ethernet or RS-485 protocols for connecting to sensor networks; the wireless communication module supporting 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 interaction and clock synchronization between the processor, memory, and communication interface.

[0127] This embodiment also 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 encapsulated 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 of the hybrid power system energy management method when executed by the processor.

[0128] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all the implementation methods here. All obvious variations or modifications derived from the technical solutions of the present invention are still within the protection scope of the present invention.

Claims

1. An energy management method for a hybrid power system, characterized in that, include: Collect equipment status data and environmental data; The equipment's operating modes are determined based on 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 battery state of charge, road slope, thermal risk factors, and energy consumption factors; The diesel engine power and battery power are dynamically allocated according to the equipment's operating mode and the power distribution ratio between the diesel engine and the battery. Based on the diesel engine exhaust temperature within the management cycle, the system issues early warnings to users regarding abnormal diesel engine conditions and updates the calculation process for the power distribution ratio between the diesel engine and the battery. 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 classified as 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's operating mode is classified as low speed mode. When the absolute value Δn 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 surface slope is greater than the second slope threshold θ2, the device working mode is classified as anti-slip mode. When the equipment does not fall into any of the three working modes mentioned above, its working mode is classified as the standard mode. When the battery state of charge 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's battery state of charge is greater than the charge threshold: If the equipment is in low-speed mode, the power of the diesel engine is set to Pc2, Pc2 = 0.4 × Pd, and the battery discharge power is set to Pb1, Pb1 = Pd - Pc2. If the equipment is in anti-slip mode, the power of the diesel engine 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 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 power of the diesel engine is set to Pc5, Pc5 = β × Pd, and the battery discharge power is set to Pb3, Pb3 = (1 - β) × Pd, where β is the power distribution ratio between the diesel engine and the battery.

2. The energy management method for a hybrid power system according to claim 1, characterized in that, The process of constructing the thermal 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 less 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.

3. The energy management method for a hybrid power system according to claim 2, 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 energy consumption factor is 0. When the absolute value of the container swing angle j is greater than the angle threshold jy, the energy consumption factor is exp[4×(|j|-jy) / (|j|+jy)-4].

4. The energy management method for a hybrid power system according to claim 3, characterized in that, The calculation process for the power distribution ratio between the diesel engine and the battery is as follows: The difference between the device's battery state of charge and the target state of charge is denoted as ΔSOC, and a charge factor is constructed. When ΔSOC is greater than or equal to 0, the charge factor is set to 0, and when ΔSOC is less than 0, the charge factor is set to ln(3×|ΔSOC|+1) / ln4. The power distribution ratio between the diesel engine and the battery is calculated based on the charge factor, road slope θ0, thermal risk factor, and energy consumption factor. The expression for the power distribution ratio between the diesel engine and the battery is as follows: β = γ1 × charge factor + γ2 × (1 - thermal risk factor) + γ3 × θ0 / θy - γ4 × energy consumption factor; In the formula, 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 battery state of charge 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.

5. The energy management method for a hybrid power system according to claim 4, characterized in that, The average exhaust temperature of the diesel engine during the management cycle is calculated as Wp. When Wp is greater than the critical temperature threshold Lw, the diesel engine is determined to be in an abnormal state during the current management cycle, and an abnormal diesel engine state warning is issued to the user. Conversely, if the diesel engine status is normal during the current management cycle, no warning of abnormal diesel engine status will be issued to the user.

6. The energy management method for a hybrid power system according to claim 5, characterized in that, When issuing a diesel engine status anomaly warning to the user in the current management cycle, the thermal risk weight for the next management cycle is updated to γ2', with γ2'=γ2+γ0; the charge weight for the next management cycle is updated to γ1', with γ1'=γ1-γ0 / 3; the slope weight for the next management cycle is updated to γ3', with γ3'=γ3-γ0 / 3; and the energy consumption factor weight for the next management cycle is updated to γ4', with γ4'=γ4-γ0 / 3, where γ0 is a preset adjustment value.

7. A hybrid power system energy management platform, applied to the hybrid power system energy management method as described in any one of claims 1-6, characterized in that, include: The data acquisition unit is used to collect equipment status data and environmental data; The mode division unit is used to classify the equipment's working mode based on ambient humidity, equipment speed, road slope, equipment drive shaft torque, and container load. The power allocation ratio calculation unit is used to construct thermal risk factors and energy consumption factors, and calculate the power allocation ratio between the diesel engine and the battery based on the battery charge status, road slope, thermal risk factors and energy consumption factors. The distribution unit is used to dynamically allocate diesel engine power and battery power according to the equipment's operating mode and the power distribution ratio between the diesel engine and the battery. The management unit is used to provide users with early warnings of abnormal diesel engine conditions 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.

8. An electronic device, characterized in that, The electronic device includes: One or more processors; 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 as described in any one of claims 1-6.

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