Oil-electric hybrid power locomotive energy management method and related device

Abstract

The invention discloses an energy management method of a gas-electric hybrid power locomotive and a related device, and relates to the technical field of energy conservation and emission reduction, and at least three load interval sections and corresponding minimum unit power fuel consumption rate power values thereof are calibrated in advance. Obtaining the whole vehicle required power of the oil-electric hybrid power locomotive in the running state and the battery state of charge (SOC) of a power battery; obtaining a first comparison result of the required power of the whole vehicle and the power value with the lowest unit power fuel consumption rate corresponding to zero and at least three load interval sections; acquiring a second comparison result between the state of charge SOC of the battery and a preset threshold value; and adjusting the output power of the power battery and the fuel generator set based on the first comparison result and the second comparison result. Due to the fact that the fuel oil generator set is always forced to output one of the power values with the lowest unit power fuel oil consumption rate in the at least three load interval sections, the fuel oil generator set continuously operates in the high-efficiency area in a locked mode, and the remarkable technical effect of oil saving is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of energy conservation and emission reduction, and in particular to an energy management method and related devices for a hybrid electric locomotive. Background Art

[0002] A hybrid locomotive is a self-propelled vehicle that pulls or pushes railway vehicles without carrying any commercial loads. Diesel-electric hybrid locomotives must operate on fixed tracks. Hybrid locomotives suffer from high energy consumption and emissions. The hybrid system in a hybrid locomotive uses a fuel generator set and batteries as its power sources.

[0003] In summary, how to control the energy flow and energy consumption in the hybrid power system to achieve efficient energy utilization and thus energy conservation and emission reduction is a technical problem that technical personnel in this field urgently need to solve. Summary of the Invention

[0004] In view of the above problems, this application provides an energy management method and related devices for a hybrid electric locomotive to achieve the goal of energy conservation and emission reduction. The specific solution is as follows:

[0005] In a first aspect, the present application provides an energy management method for a hybrid electric locomotive, wherein the hybrid electric locomotive includes a power battery and a fuel generator set, including:

[0006] Obtaining at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals;

[0007] Obtaining the vehicle power requirement of the hybrid electric locomotive in operation and the battery state of charge (SOC) of the power battery;

[0008] Obtaining first comparison results of the vehicle required power with zero and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals;

[0009] Obtaining a second comparison result of the battery state of charge (SOC) and a preset threshold;

[0010] Based on the first comparison result and the second comparison result, the output power of the power battery, the output power of the fuel generator set, and the power value of the output power of the fuel generator set used to charge the power battery are adjusted. The output power of the fuel generator set is one of the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals.

[0011] In one possible implementation, the at least three load intervals include a preset low load interval, a preset medium load interval, and a preset high load interval; the power value with the lowest unit power fuel consumption rate corresponding to the preset low load interval is a first power value; the power value with the lowest unit power fuel consumption rate corresponding to the preset medium load interval is a second power value; and the power value with the lowest unit power fuel consumption rate corresponding to the preset high load interval is a third power value.

[0012] In one possible implementation, the step of adjusting the output power of the power battery, adjusting the output power of the fuel generator set, and adjusting the power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result includes:

[0013] If the first comparison result indicates that the required power of the entire vehicle is greater than zero and the second comparison result indicates that the SOC of the power battery is greater than or equal to the preset threshold, adjusting the output power of the fuel generator set to be equal to the required power of the entire vehicle and the output power of the power battery to zero;

[0014] If the first comparison result indicates that the vehicle power requirement is greater than or equal to the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the third power value and adjusting the output power of the power battery to a power of a first difference, where the first difference is the difference between the vehicle power requirement and the third power value;

[0015] If the first comparison result indicates that the required power of the entire vehicle is greater than zero and less than the third power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the target power, adjusting the output power of the power battery to zero, and adjusting the power of the second difference between the target power and the power to be used for charging the power battery;

[0016] Among them, the target power is the power value whose absolute value of the difference between the first power value, the second power value and the third power value and the required power of the whole vehicle is the smallest and is greater than or equal to the required power of the whole vehicle, and the second difference is the difference between the target power and the required power of the whole vehicle.

[0017] In a possible implementation, the step of adjusting the power of the second difference in the target power to charge the power battery includes:

[0018] Calculating a charging current based on the second difference, a target charging voltage of the power battery, and a preset current threshold;

[0019] The power battery is charged with the charging current through a bidirectional DC / DC converter.

[0020] In one possible implementation, if the first comparison result indicates that the vehicle demand power is greater than zero and less than the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the target power, adjusting the output power of the power battery to zero, and adjusting the power of the second difference between the target power and the power to charge the power battery, includes:

[0021] If the first comparison result indicates that the vehicle power requirement is greater than zero and less than or equal to the first power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the first power value, adjusting the output power of the power battery to zero, and adjusting the power of the difference between the first power value and the vehicle power requirement to be used for charging the power battery;

[0022] If the first comparison result indicates that the required power of the entire vehicle is greater than the first power value and less than or equal to the second power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the second power value, adjusting the output power of the power battery to zero, and adjusting the power of the difference between the second power value and the required power of the entire vehicle to be used for charging the power battery;

[0023] If the first comparison result indicates that the required power of the whole vehicle is greater than the second power value and less than or equal to the third power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the output power of the fuel generator set is adjusted to the third power value, the output power of the power battery is adjusted to zero, and the power of the difference between the third power value and the required power of the whole vehicle is adjusted to be used to charge the power battery.

[0024] In a possible implementation, the step of adjusting the output power of the power battery, adjusting the output power of the fuel generator set, and adjusting the power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result further includes:

[0025] If the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is greater than the preset threshold, no operation is performed;

[0026] If the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the energy generated during the braking process is adjusted to charge the power battery.

[0027] In a possible implementation, the step of obtaining at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​with the lowest specific fuel consumption per unit power corresponding to the at least three load intervals respectively includes:

[0028] Obtaining a universal characteristic curve of an engine in the fuel-fired generator set;

[0029] The at least three load intervals and the power values ​​with the lowest unit power fuel consumption rates corresponding to the at least three load intervals are obtained through the universal characteristic curve.

[0030] A second aspect of the present application provides an energy management device for a hybrid electric locomotive, wherein the hybrid electric locomotive includes a power battery and a fuel generator set, including:

[0031] A first acquisition module is configured to acquire at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​of the lowest unit power fuel consumption rates corresponding to the at least three load intervals;

[0032] A second acquisition module is used to obtain the vehicle power requirement of the hybrid electric locomotive in operation and the battery state of charge (SOC) of the power battery;

[0033] a third obtaining module, configured to obtain first comparison results of the vehicle required power with zero and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals;

[0034] A fourth acquisition module, configured to obtain a second comparison result between the battery state of charge (SOC) and a preset threshold;

[0035] An adjustment module is used to adjust the output power of the power battery, the output power of the fuel generator set, and the power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result.

[0036] A third aspect of the present application provides a computer program product comprising computer-readable instructions, which, when executed on an electronic device, enables the electronic device to implement the hybrid electric locomotive energy management method of the first aspect or any implementation of the first aspect.

[0037] A fourth aspect of the present application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0038] The memory is used to store computer programs;

[0039] The processor is configured to execute the computer program so that the electronic device can implement the hybrid electric vehicle energy management method according to the first aspect or any implementation of the first aspect.

[0040] In a fifth aspect, the present application provides a computer storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the hybrid electric locomotive energy management method according to the first aspect or any implementation of the first aspect.

[0041] By utilizing the above-described technical solution, the present application provides an energy management method for a hybrid electric locomotive. By pre-calibrating at least three non-overlapping load intervals and their corresponding minimum unit power fuel consumption values, the fuel generator set is consistently locked in an optimal fuel economy operating condition throughout its entire operating range. The method comprises obtaining the vehicle power demand and the battery state of charge (SOC) of the operating hybrid electric locomotive; obtaining a first comparison result between the vehicle power demand and zero and the power values ​​corresponding to at least three load intervals with the lowest unit power fuel consumption; obtaining a second comparison result between the battery state of charge (SOC) and a preset threshold; and adjusting the power output of the power battery, the output power of the fuel generator set, and the power value of the fuel generator set's output power used to charge the power battery based on the first and second comparison results. Because the fuel generator set is always forced to output one of the power values ​​with the lowest unit power fuel consumption in at least three load intervals, it continuously operates in a high-efficiency zone, resulting in a lower fuel consumption rate than the load-adjusted strategies used in related technologies, achieving significant fuel savings. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the originals and elements are not necessarily drawn to scale.

[0043] Figure 1 A schematic diagram of a hybrid electric system provided in this application;

[0044] Figure 2 A flow chart of an energy management method for a hybrid electric locomotive provided in an embodiment of the present application;

[0045] Figure 3 A schematic diagram of the structure of an energy management device for a hybrid electric locomotive provided in an embodiment of the present application;

[0046] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] The following describes the embodiments of the present application in conjunction with the accompanying drawings. The terms used in the implementation methods of the present application are only used to explain the specific embodiments of the present application and are not intended to limit the present application.

[0048] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0049] 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 terms used in this way can be interchangeable under appropriate circumstances, and this is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0050] Hybrid electric locomotives suffer from high energy consumption, high emissions, and limited operational flexibility. Therefore, new green and environmentally friendly locomotives are crucial for achieving energy conservation and emission reduction. In this context, hybrid electric systems, with their large energy supply capacity and high reliability, have become a key tool for locomotive energy conservation and emission reduction.

[0051] The hybrid electric locomotive in this application is a self-propelled vehicle that pulls or pushes railway vehicles and does not carry any commercial loads. It needs to run on a fixed track.

[0052] Energy management is a key technology in hybrid electric locomotives. A hybrid electric locomotive system uses a fuel generator set and a power battery as its power source. For example, the fuel generator set can be a diesel or gasoline generator set. Energy management involves rationally controlling the output power of the fuel generator set and the power battery based on the locomotive's power requirements under driving conditions, taking into account their operating characteristics.

[0053] Energy management is the process of controlling and optimizing energy flow and consumption within a hybrid electric system to achieve efficient energy utilization. This application aims to achieve fuel savings by controlling the power output of the fuel generator set and the power battery pack based on the power characteristics of the fuel generator set's output and fuel consumption.

[0054] The following describes an energy management method and related devices for a hybrid electric locomotive provided in this application.

[0055] Hybrid electric locomotives include a hybrid electric system. Figure 1 , Figure 1 The figure shows a schematic diagram of a hybrid electric system. The system may include: a fuel generator set 100, a power battery 200, a rectifier 300, a bidirectional DC / CD converter 400, a traction inverter 500, an auxiliary power supply system 600, a motor 700, a gearbox 800, and an axle 900.

[0056] The hybrid power system includes a fuel generator set 100 and a power battery 200 .

[0057] The fuel generator set can be a diesel generator set or a gasoline generator set.

[0058] It is understood that the fuel-fired generator set is used to provide the main power source. The fuel-fired generator set outputs three-phase AC power, and the rated power covers the peak traction demand of the locomotive.

[0059] The rectifier 300 is used to rectify the three-phase AC power output by the fuel generator set into a DC bus voltage V_dc to achieve AC / DC conversion.

[0060] The bidirectional DC / DC converter 400 is used to achieve voltage step-up / step-down, bidirectional energy flow, and constant power / constant current control of charging or discharging between the DC bus and the power battery 200.

[0061] The power battery 200 is used to store regenerative braking energy and excess power from the fuel generator set; it replenishes power to the DC bus during peak traction demand.

[0062] Exemplarily, the power battery 200 may include a BMS (Battery Management System).

[0063] The traction inverter 500 is used to invert the DC bus voltage into a three-phase variable frequency and voltage power supply to drive the traction motor; and to realize rectification and recovery of energy to the DC bus under braking conditions.

[0064] The motor 700 is used to output mechanical torque in the driving mode; in the braking mode, it acts as a fuel generator set 100 to convert the locomotive kinetic energy into electrical energy and feed it back to the DC bus.

[0065] The gearbox 800 is used to reduce the speed, amplify the torque, and match the speed / torque characteristics between the traction motor and the axle.

[0066] The axle 900 is used to convert the output torque of the gearbox 800 into wheel-rail traction to realize the operation of the locomotive.

[0067] The auxiliary power supply system 600 is used to convert the DC bus voltage into auxiliary voltage levels such as 110V / 220V / 380V to supply power to on-board auxiliary loads such as air compressors, cooling fans, and lighting.

[0068] The vehicle control unit (VCU) forms a high-speed communication ring network with the fuel generator set 100, power battery 200, bidirectional DC / DC converter 400, traction inverter 500, and auxiliary power supply system 600 through the vehicle CAN bus (CAN-V). All control commands, status messages, and fault codes are broadcast or transmitted point-to-point on the CAN-V.

[0069] The energy management method for a hybrid electric locomotive provided in the embodiments of the present application can be applied to a vehicle control unit or an energy management system (EMS) integrated within the vehicle control unit.

[0070] The following is a detailed description of an energy management method and related devices for a hybrid electric locomotive provided by the present application.

[0071] Reference Figure 2 , Figure 2 A flow chart of an energy management method for a hybrid electric locomotive provided in an embodiment of the present application is shown as follows: Figure 2 As shown, an energy management method for a hybrid electric locomotive provided in an embodiment of the present application may include steps S201 to S205, and these steps are described in detail below.

[0072] Step S201: obtaining at least three non-overlapping load intervals of a hybrid electric vehicle and the power values ​​with the lowest specific fuel consumption per unit power corresponding to the at least three load intervals.

[0073] It is understandable that for the energy management of hybrid locomotives, it is particularly important to control the fuel generator set to operate in the optimal operating range, which can improve fuel economy; if the optimal power range of the fuel generator set is not taken into consideration, it will lead to increased fuel consumption and increased cost of use.

[0074] For example, the load interval refers to dividing the entire available load range of the fuel generator set into a number of non-overlapping continuous intervals according to the torque percentage based on the universal characteristic curve of the fuel generator set.

[0075] If the multiple load intervals are respectively a preset low load interval, a preset medium load interval, and a preset high load interval, for example, the preset low load interval may be [0%, 30% T_max]; the preset medium load interval may be (30% T_max, 70% T_max]; and the preset high load interval may be (70% T_max, 100% T_max], where T_max is the rated maximum torque of the fuel generator set.

[0076] The lowest specific fuel consumption per unit power refers to the fuel mass consumed per kWh of effective power output by the fuel-fired generator set, which is the lowest. Therefore, the power value corresponding to the lowest specific fuel consumption per unit power for a load range is the effective power output by the fuel-fired generator set when the fuel mass consumed per kWh of effective power output (BSFC, g / kWh) reaches the minimum value within that load range.

[0077] Step S202: Obtaining the vehicle power requirement of the hybrid electric vehicle in operation and the battery state of charge (SOC) of the power battery.

[0078] For example, the vehicle speed v, line slope i(x), curve radius R(x) and auxiliary load power P_aux can be collected in real time by the vehicle control unit; the vehicle demand power P_req can be calculated by the longitudinal dynamics formula.

[0079] For example, the battery state of charge (SOC) of the power battery can be obtained by periodically reading the battery management system (BMS) through the vehicle control unit.

[0080] Step S203: obtaining first comparison results of the vehicle required power and zero and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals.

[0081] Assume that the at least three load intervals include a preset low load interval, a preset medium load interval, and a preset high load interval; the power value with the lowest unit power fuel consumption rate corresponding to the preset low load interval is the first power value P eng-low The power value with the lowest unit power fuel consumption rate corresponding to the preset medium-load interval is the second power value P eng-med The power value with the lowest unit power fuel consumption rate corresponding to the preset high load interval is the third power value P eng-max .

[0082] If the vehicle power requirement is less than zero, the hybrid electric locomotive is in braking mode. If the vehicle power requirement is greater than zero, the hybrid electric locomotive is in driving mode. If the vehicle power requirement is greater than zero and less than or equal to a first power value, the hybrid electric locomotive corresponds to a preset low-medium load range. If the vehicle power requirement is greater than the first power value and less than or equal to a second power value, the hybrid electric locomotive corresponds to a preset medium load range. If the vehicle power requirement is greater than the second power value and less than or equal to a third power value, or if the vehicle power requirement is greater than the third power value, the hybrid electric locomotive corresponds to a preset high-load range.

[0083] Step S204: obtaining a second comparison result between the battery state of charge (SOC) and a preset threshold.

[0084] The preset threshold refers to the maximum SOC value of the power battery. It's understood that the maximum SOC value doesn't indicate a fully charged power battery. To prevent overcharging, the maximum SOC value is set below 100%, such as 95% or 80%. This ensures the power battery's SOC remains within a healthy range of 40% to 70%, increasing cycle life by 2-3 times and reducing battery replacement costs throughout its lifecycle.

[0085] It can be understood that if the SOC of the power battery is less than the preset threshold, it means that the power battery needs to be charged; if the SOC of the power battery is greater than or equal to the preset threshold, it means that the power battery does not need to be charged.

[0086] Step S205: Based on the first comparison result and the second comparison result, adjust the output power of the power battery, adjust the output power of the fuel generator set, and adjust the power value of the output power of the fuel generator set used to charge the power battery. The output power of the fuel generator set is one of the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals.

[0087] It is understood that if the first comparison result indicates that the hybrid electric vehicle is in the driving mode and the second comparison result indicates that the power battery does not need to be charged, the output power of the fuel generator set is adjusted to the required power of the vehicle, and the output power of the power battery is adjusted to zero. The power value of the fuel generator set output power used to charge the power battery is zero.

[0088] It can be understood that if the first comparison result indicates that the hybrid locomotive is in driving mode, and the second comparison result indicates that the power battery needs to be charged, the output power of the fuel generator set can be adjusted to the target power based on the first comparison result. The output power of the fuel generator set can be divided into two parts, one part is the power required by the whole vehicle, and the other part is used to charge the power battery.

[0089] This application provides an energy management method for a hybrid electric locomotive. By pre-calibrating at least three non-overlapping load intervals and their corresponding minimum unit power fuel consumption values, the fuel generator set is locked to an optimal fuel economy operating condition throughout its entire operating range. The method obtains the vehicle power demand and the battery state of charge (SOC) of the hybrid electric locomotive in operation; obtains a first comparison result between the vehicle power demand and zero and the power values ​​corresponding to the minimum unit power fuel consumption of at least three load intervals; obtains a second comparison result between the battery state of charge (SOC) and a preset threshold; and, based on the first and second comparison results, adjusts the output power of the power battery, the output power of the fuel generator set, and the power value of the fuel generator set's output power used to charge the power battery. Because the fuel generator set is always forced to output one of the power values ​​with the lowest unit power fuel consumption in at least three load intervals, it continuously locks operation in the high-efficiency zone, resulting in a lower fuel consumption rate than the load-adjusted strategy used in related technologies, achieving significant fuel savings.

[0090] Furthermore, with the help of dual-variable closed-loop control of the first comparison result (comparison of the vehicle's required power with zero and three high-efficiency power values) and the second comparison result (comparison of SOC with a preset threshold), the output power of the power battery, the output power of the fuel generator set and the charging power are coordinated and adjusted in real time, so that the power battery's state of charge is always maintained in a healthy range of 40% to 70%, the cycle life is extended by more than 2 times, and the cost of power battery replacement is reduced.

[0091] It is understandable that there are multiple methods for implementing step S205. The embodiment of the present application provides but is not limited to the following method, which includes the following steps A1 to A3.

[0092] Step A1: If the first comparison result indicates that the required power of the entire vehicle is greater than zero and the second comparison result indicates that the SOC of the power battery is greater than or equal to the preset threshold, adjust the output power of the fuel generator set to be equal to the required power of the entire vehicle and the output power of the power battery to zero.

[0093] Step A2: If the first comparison result indicates that the required power of the entire vehicle is greater than or equal to the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjust the output power of the fuel generator set to the third power value and adjust the output power of the power battery to the power of the first difference, where the first difference is the difference between the required power of the entire vehicle and the third power value.

[0094] The output power of the power battery and the output power of the fuel generator set together meet the power requirements of the entire vehicle.

[0095] Step A3: If the first comparison result indicates that the required power of the vehicle is greater than zero and less than the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjust the output power of the fuel generator set to the target power, adjust the output power of the power battery to zero, and adjust the power of the second difference in the target power to charge the power battery.

[0096] Among them, the target power is the power value whose absolute value of the difference between the first power value, the second power value and the third power value and the required power of the whole vehicle is the smallest and is greater than or equal to the required power of the whole vehicle, and the second difference is the difference between the target power and the required power of the whole vehicle.

[0097] Exemplarily, step A3 includes the following steps A31 to A33.

[0098] Step A31: If the first comparison result indicates that the required power of the entire vehicle is greater than zero and less than or equal to the first power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the output power of the fuel generator set is adjusted to the first power value, the output power of the power battery is adjusted to zero, and the power of the difference between the first power value and the required power of the entire vehicle is adjusted to be used to charge the power battery.

[0099] If the vehicle's power demand is within a preset low-load range and the SOC is below a preset threshold, the fuel generator set is forced to maintain a constant output at a first power value. The diesel engine operates at the optimal fuel point within the preset low-load range, achieving the lowest Brake Specific Fuel Consumption (BSFC), a fuel consumption reduction of ≥ 8% compared to traditional dynamic tracking methods.

[0100] Excess power ΔP1 = first power value P eng-low − Vehicle power requirement P _req All of it is used to charge the power battery, ensuring a rapid recovery of SOC and avoiding cycle attenuation caused by too low SOC.

[0101] The power battery output power is set to zero, achieving zero discharge operation and reducing battery thermal load and electrical stress.

[0102] Step A32: If the first comparison result indicates that the required power of the entire vehicle is greater than the first power value and less than or equal to the second power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjust the output power of the fuel generator set to the second power value, adjust the output power of the power battery to zero, and adjust the power of the difference between the second power value and the required power of the entire vehicle to be used to charge the power battery.

[0103] If the vehicle's power demand falls within the preset medium load range and the SOC falls below a preset threshold, the fuel generator set is forced to output at a constant second power value. The fuel generator set continues to operate in the optimal economic zone of the universal characteristic curve, achieving the lowest fuel consumption per unit power.

[0104] Excess power ΔP2 = second power value P eng-med − Vehicle power requirement P _req All of it is used to charge the power battery, and the SOC steadily recovers to the preset threshold to prevent deep discharge.

[0105] The power battery has zero output, which avoids the temperature rise and capacity loss caused by high current discharge of the power battery, and reduces the system thermal management load.

[0106] Step A33: If the first comparison result indicates that the required power of the entire vehicle is greater than the second power value and less than or equal to the third power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the output power of the fuel generator set is adjusted to the third power value, the output power of the power battery is adjusted to zero, and the power of the difference between the third power value and the required power of the entire vehicle is adjusted to be used to charge the power battery.

[0107] If the vehicle's power demand falls within the preset high-load range and the SOC falls below a preset threshold, the fuel generator set is forced to output at a constant third power value. This locks the generator set in the high-load, high-efficiency zone of the universal characteristic curve, preventing overload-related fuel degradation and emissions spikes, and maintaining optimal fuel consumption.

[0108] Excess power ΔP3 = third power value P eng-max − Vehicle power requirement P _req =All of it is used to charge the power battery, achieving charging while traction and improving energy utilization.

[0109] The power battery has zero output, which reduces the rate stress of the power battery under high-load conditions and extends the cycle life; at the same time, it reduces the cooling demand and reduces the power consumption of the vehicle's cooling system.

[0110] This application can match power demand with dynamic response, and the power demand of hybrid electric locomotives used in rail transit can reach megawatts. The low-power strategy in related technologies may not be able to effectively manage the dynamic allocation of high power output, resulting in delayed system response or energy waste.

[0111] In an optional implementation, step S205 further includes the following steps B1 to B2.

[0112] Step B1: If the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is greater than the preset threshold, no operation is performed.

[0113] No operation means that the energy generated during braking is not recovered. The output power of the power battery and the fuel generator set are both zero.

[0114] Step B2: If the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the energy generated during the braking process is adjusted to charge the power battery.

[0115] In the case of step B2, the output power of the power battery and the fuel generator set are both zero.

[0116] It is understandable that there are multiple ways to implement step S201. The embodiment of the present application provides but is not limited to the following method, which includes the following steps C1 to C2.

[0117] Step C1: Obtaining the universal characteristic curve of the engine in the fuel generator set.

[0118] Exemplarily, the method for implementing step C1 includes the following steps C11 to C16.

[0119] Step C11: Bench test preparation

[0120] Install the fuel generator set on an engine dynamometer that complies with ISO15550; set the environmental benchmark: intake air temperature 25℃±2℃, coolant 85℃±2℃, engine oil 95℃±2℃, fuel 40℃±2℃; atmospheric pressure 101.3kPa, and intake resistance is the calibrated value.

[0121] Step C12: Working condition matrix calibration

[0122] Between the lowest stable speed n_min and the highest allowable speed n_max, M discrete speed points are selected with a step size of 100 r / min; at each speed point, N load points are selected from 10% to 100% of the rated torque with a step size of 10%, forming an M×N discrete operating condition matrix.

[0123] Step C13: Data Collection

[0124] During stable operation at each matrix node for ≥5 min, the following parameters were recorded simultaneously: speed n, torque T_q, mean effective pressure P_me; effective power P_e; fuel consumption m_f, and the brake specific fuel consumption (BSFC) was calculated as m_f / P_e [g / (kWh)]. Exhaust temperature and smoke density were used as auxiliary parameters.

[0125] Step C14: Data preprocessing

[0126] The 3σ outliers are removed and the Savitzky-Golay filter is used for smoothing to obtain the valid data set D_valid={n,T_q, P_e, BSFC}.

[0127] Step C15: Surface fitting

[0128] With n and T_q as independent variables and BSFC as dependent variable, a bivariate polynomial or cubic spline model BSFC=f(n,T_q) was constructed, and the model prediction error was ≤1%.

[0129] Step C16: Curve Generation

[0130] Substitute the model into a 50 r / min×5%T_max grid in the n-T_q plane, connect the equal BSFC contour lines, superimpose the equal power curves and external characteristic curves to form a universal characteristic diagram.

[0131] Step C2: obtaining the at least three load intervals and the power values ​​with the lowest unit power fuel consumption rates corresponding to the at least three load intervals through the universal characteristic curve.

[0132] In the BSFC contour line, the BSFC minimum points in the preset low load interval, the preset medium load interval, and the preset high load interval are extracted respectively, and the corresponding power values ​​are recorded as the first power value P eng-low , the second power value P eng-med , the third power value P eng-max , used as a power benchmark for energy management strategies.

[0133] In an optional implementation, the step of adjusting the power of the second difference in the target power to charge the power battery includes the following steps D1 to D2.

[0134] Step D1: Calculate the charging current based on the second difference, the target charging voltage of the power battery, and a preset current threshold.

[0135] Step D2: charging the power battery with the charging current through a bidirectional DC / DC converter.

[0136] Exemplarily, the bidirectional DC / DC converter steps up / down the DC bus voltage V_dc to a target charging voltage V_charge, and delivers energy to the power battery pack at a constant power (power of the second difference).

[0137] This application analyzes the fuel consumption characteristics of the engine of a hybrid electric locomotive to find the power values ​​of the engine with lower fuel economy in a preset low load range, a preset medium load range, and a preset high load range. By comparing this with the power demand of the entire vehicle and fully considering the health status of the power battery, the fuel generator set is always operated at a power value with higher fuel economy, thereby achieving the purpose of saving fuel and improving the fuel economy of the hybrid electric locomotive.

[0138] The above describes an energy management method for a hybrid electric locomotive provided by an embodiment of the present application. The following describes an apparatus for executing the energy management method for a hybrid electric locomotive.

[0139] See also Figure 3 , Figure 3 This is a schematic diagram of the structure of an energy management device for a hybrid electric locomotive provided in an embodiment of the present application. Figure 3 As shown, the energy management device for the hybrid electric locomotive includes:

[0140] The first acquisition module 301 is configured to acquire at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​with the lowest specific fuel consumption per unit power corresponding to the at least three load intervals;

[0141] The second acquisition module 302 is configured to acquire the vehicle power requirement of the hybrid electric vehicle in operation and the battery state of charge (SOC) of the power battery;

[0142] The third acquisition module 303 is configured to obtain first comparison results of the vehicle required power with zero and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals;

[0143] A fourth obtaining module 304 is configured to obtain a second comparison result between the battery state of charge (SOC) and a preset threshold;

[0144] The adjustment module 305 is used to adjust the output power of the power battery, the output power of the fuel generator set, and the power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result.

[0145] In one possible implementation, the at least three load intervals include a preset low load interval, a preset medium load interval, and a preset high load interval; the power value with the lowest unit power fuel consumption rate corresponding to the preset low load interval is a first power value; the power value with the lowest unit power fuel consumption rate corresponding to the preset medium load interval is a second power value; and the power value with the lowest unit power fuel consumption rate corresponding to the preset high load interval is a third power value.

[0146] In one possible implementation, the adjustment module includes:

[0147] a first regulating unit, configured to regulate the output power of the fuel generator set to be equal to the vehicle demand power and the output power of the power battery to zero if the first comparison result indicates that the vehicle demand power is greater than zero and the second comparison result indicates that the SOC of the power battery is greater than or equal to the preset threshold;

[0148] a second regulating unit, configured to regulate the output power of the fuel generator set to the third power value and the output power of the power battery to a power of a first difference value if the first comparison result indicates that the required power of the entire vehicle is greater than or equal to the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold value;

[0149] a third regulating unit, configured to, if the first comparison result indicates that the vehicle demand power is greater than zero and less than the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, regulate the output power of the fuel generator set to a target power, regulate the output power of the power battery to zero, and regulate a power of a second difference between the target power and the power battery for charging the power battery;

[0150] Among them, the target power is the power value whose absolute value of the difference between the first power value, the second power value and the third power value and the required power of the whole vehicle is the smallest and is greater than or equal to the required power of the whole vehicle, and the second difference is the difference between the target power and the required power of the whole vehicle.

[0151] In a possible implementation, the third adjustment unit includes:

[0152] a calculation subunit, configured to calculate a charging current based on the second difference, a target charging voltage of the power battery, and a preset current threshold;

[0153] A charging subunit is used to charge the power battery with the charging current through a bidirectional DC / DC converter.

[0154] In a possible implementation, the third adjustment unit includes:

[0155] a first regulating subunit, configured to, if the first comparison result indicates that the vehicle power requirement is greater than zero and less than or equal to the first power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, regulate the output power of the fuel generator set to the first power value, regulate the output power of the power battery to zero, and regulate the power of the difference between the first power value and the vehicle power requirement to be used for charging the power battery;

[0156] a second regulating subunit, configured to, if the first comparison result indicates that the required power of the entire vehicle is greater than the first power value and less than or equal to the second power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, regulate the output power of the fuel generator set to the second power value, regulate the output power of the power battery to zero, and regulate the power of the difference between the second power value and the required power of the entire vehicle to be used for charging the power battery;

[0157] A third regulating subunit is configured to adjust the output power of the fuel generator set to the third power value, adjust the output power of the power battery to zero, and adjust the power of the difference between the third power value and the vehicle demand power to charge the power battery if the first comparison result indicates that the vehicle demand power is greater than the second power value and less than or equal to the third power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold.

[0158] In a possible implementation, the third adjustment unit further includes:

[0159] an inertial response subunit, configured to perform no operation if the first comparison result indicates that the vehicle required power is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is greater than the preset threshold;

[0160] The fourth regulating subunit is used to regulate the energy generated during the braking process to charge the power battery if the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is less than the preset threshold.

[0161] In a possible implementation, the first acquisition module includes:

[0162] A first acquiring unit, configured to acquire a universal characteristic curve of an engine in the fuel generator set;

[0163] The second acquiring unit is configured to acquire, through the universal characteristic curve, the at least three load intervals and the power values ​​with the lowest unit power fuel consumption rates corresponding to the at least three load intervals.

[0164] An electronic device is also provided in an embodiment of the present application. Figure 4 , which shows a schematic diagram of the structure of an electronic device suitable for implementing the embodiments of the present application. The electronic device in the embodiments of the present application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 4 The electronic device shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0165] like Figure 4 As shown, the electronic device may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 401, which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 402 or programs loaded from a storage device 408 into a random access memory (RAM) 403. When the electronic device is powered on, the RAM 403 also stores various programs and data required for the operation of the electronic device. The processing device 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0166] Typically, the following devices may be connected to the I / O interface 405: an input device 406 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 407 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 408 including, for example, a memory card, a hard disk, etc.; and a communication device 409. The communication device 409 may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Figure 4 The electronic device is shown with various devices, but it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed instead.

[0167] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any one of the hybrid electric locomotive energy management methods provided in the embodiments of the present application.

[0168] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the hybrid electric locomotive energy management methods provided in the embodiment of the present application.

[0169] It should also be noted that the device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. In addition, in the drawings of the device embodiments provided in this application, the connection relationship between the modules indicates that there is a communication connection between them, which can be specifically implemented as one or more communication buses or signal lines.

[0170] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course can also be implemented by special hardware including application-specific integrated circuits, special CPUs, special memories, special components, etc. In general, all functions performed by computer programs can be easily implemented with corresponding hardware, and the specific hardware structures used to implement the same function can also be diverse, such as analog circuits, digital circuits or special circuits, etc. However, for the present application, software program implementation is a better implementation method in most cases. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer's floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk or optical disk, etc., and includes a number of instructions to enable a computer device (which can be a personal computer, training equipment, or network equipment, etc.) to execute the methods described in each embodiment of the present application.

[0171] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0172] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website, a computer, a training device or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website, a computer, a training device or a data center. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium can be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

Claims

1. A method for energy management of a hybrid electric locomotive, characterized in that: The hybrid electric locomotive includes a power battery and a fuel generator set, including: Obtaining at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals; Obtaining the vehicle power requirement of the hybrid electric locomotive in operation and the battery state of charge (SOC) of the power battery; Obtaining first comparison results of the vehicle required power with zero and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals; Obtaining a second comparison result of the battery state of charge (SOC) and a preset threshold; Based on the first comparison result and the second comparison result, the output power of the power battery, the output power of the fuel generator set, and the power value of the output power of the fuel generator set used to charge the power battery are adjusted. The output power of the fuel generator set is one of the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals.

2. The method for managing energy of a hybrid electric locomotive according to claim 1, characterized in that: The at least three load intervals include a preset low load interval, a preset medium load interval and a preset high load interval; the power value with the lowest unit power fuel consumption rate corresponding to the preset low load interval is a first power value; the power value with the lowest unit power fuel consumption rate corresponding to the preset medium load interval is a second power value; and the power value with the lowest unit power fuel consumption rate corresponding to the preset high load interval is a third power value.

3. The method for managing energy of a hybrid electric locomotive according to claim 2, characterized in that: The step of adjusting the output power of the power battery, adjusting the output power of the fuel generator set, and adjusting a power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result includes: If the first comparison result indicates that the required power of the entire vehicle is greater than zero and the second comparison result indicates that the SOC of the power battery is greater than or equal to the preset threshold, adjusting the output power of the fuel generator set to be equal to the required power of the entire vehicle and the output power of the power battery to zero; If the first comparison result indicates that the vehicle power requirement is greater than or equal to the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the third power value and adjusting the output power of the power battery to a power of a first difference, where the first difference is the difference between the vehicle power requirement and the third power value; If the first comparison result indicates that the required power of the entire vehicle is greater than zero and less than the third power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the target power, adjusting the output power of the power battery to zero, and adjusting the power of the second difference between the target power and the power to be used for charging the power battery; Among them, the target power is the power value whose absolute value of the difference between the first power value, the second power value and the third power value and the required power of the whole vehicle is the smallest and is greater than or equal to the required power of the whole vehicle, and the second difference is the difference between the target power and the required power of the whole vehicle.

4. The method for managing energy of a hybrid electric locomotive according to claim 3, characterized in that: The step of adjusting the power of the second difference in the target power to charge the power battery includes: Calculating a charging current based on the second difference, a target charging voltage of the power battery, and a preset current threshold; The power battery is charged with the charging current through a bidirectional DC / DC converter.

5. The method for managing energy of a hybrid electric locomotive according to claim 3, characterized in that: If the first comparison result indicates that the vehicle demand power is greater than zero and less than the third power value and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the step of adjusting the output power of the fuel generator set to the target power, adjusting the output power of the power battery to zero, and adjusting the power of the second difference between the target power and the power to charge the power battery includes: If the first comparison result indicates that the vehicle power requirement is greater than zero and less than or equal to the first power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the first power value, adjusting the output power of the power battery to zero, and adjusting the power of the difference between the first power value and the vehicle power requirement to be used for charging the power battery; If the first comparison result indicates that the required power of the entire vehicle is greater than the first power value and less than or equal to the second power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, adjusting the output power of the fuel generator set to the second power value, adjusting the output power of the power battery to zero, and adjusting the power of the difference between the second power value and the required power of the entire vehicle to be used for charging the power battery; If the first comparison result indicates that the required power of the whole vehicle is greater than the second power value and less than or equal to the third power value, and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the output power of the fuel generator set is adjusted to the third power value, the output power of the power battery is adjusted to zero, and the power of the difference between the third power value and the required power of the whole vehicle is adjusted to be used to charge the power battery.

6. The method for energy management of a hybrid electric locomotive according to claim 3, characterized in that: The step of adjusting the output power of the power battery, adjusting the output power of the fuel generator set, and adjusting the power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result further includes: If the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is greater than the preset threshold, no operation is performed; If the first comparison result indicates that the required power of the entire vehicle is less than or equal to zero and the second comparison result indicates that the SOC of the power battery is less than the preset threshold, the energy generated during the braking process is adjusted to charge the power battery.

7. The method for energy management of a hybrid electric locomotive according to any one of claims 1 to 6, characterized in that: The step of obtaining at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals respectively includes: Obtaining a universal characteristic curve of an engine in the fuel-fired generator set; The at least three load intervals and the power values ​​with the lowest unit power fuel consumption rates corresponding to the at least three load intervals are obtained through the universal characteristic curve.

8. An energy management device for a hybrid electric locomotive, characterized in that: The hybrid electric locomotive includes a power battery and a fuel generator set, including: A first acquisition module is configured to acquire at least three non-overlapping load intervals of the hybrid electric locomotive and the power values ​​of the lowest unit power fuel consumption rates corresponding to the at least three load intervals; A second acquisition module is used to obtain the vehicle power requirement of the hybrid electric locomotive in operation and the battery state of charge (SOC) of the power battery; a third obtaining module, configured to obtain first comparison results of the vehicle required power with zero and the power values ​​with the lowest unit power fuel consumption rate corresponding to the at least three load intervals; A fourth acquisition module, configured to obtain a second comparison result between the battery state of charge (SOC) and a preset threshold; An adjustment module is used to adjust the output power of the power battery, the output power of the fuel generator set, and the power value of the output power of the fuel generator set used to charge the power battery based on the first comparison result and the second comparison result.

9. A computer program product, characterized in that The method comprises computer-readable instructions, which, when executed on an electronic device, enable the electronic device to implement the method for energy management of a hybrid electric locomotive according to any one of claims 1 to 7.

10. An electronic device, characterized in that: comprising at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is configured to execute the computer program so that the electronic device can implement the hybrid electric vehicle energy management method according to any one of claims 1 to 7.

11. A computer storage medium, characterized in that The storage medium carries one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the hybrid electric locomotive energy management method according to any one of claims 1 to 7.

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