Load control method, device and readable storage medium of internal combustion rail vehicle

Abstract

The application discloses a load control method and device of an internal combustion rail vehicle and a readable storage medium, and belongs to the field of internal combustion rail vehicles. The maximum output power of an internal combustion power pack is determined first, and the first traction power is obtained by subtracting the reserved power of an auxiliary system and the reserved traction load loss power. Then, the power fluctuation parameter of the auxiliary system is determined, the auxiliary system target power which is greater than the measured auxiliary system power and less than the reserved power of the auxiliary system, and the actual traction load loss power which is not greater than the reserved traction load loss power are determined. When the power fluctuation parameter meets the preset stability condition, the second traction power is obtained according to the auxiliary system target power and the actual traction load loss power, and the traction system is controlled to operate, so that unnecessary power reservation is reduced, the available power of the traction system and the power utilization rate of the internal combustion power pack are improved.

Description

Technical Field

[0001] This invention relates to the field of internal combustion rail vehicles, and in particular to a load control method, device, and readable storage medium for internal combustion rail vehicles. Background Technology

[0002] During operation, diesel-powered rail vehicles require the diesel power pack to simultaneously supply power to both the traction and auxiliary systems to meet the traction requirements of the trainset and the power needs of the auxiliary equipment. However, there is a lack of mature load control methods for diesel-powered rail vehicles in the relevant technologies. Current load control methods for diesel-powered rail vehicles require a large margin to reserve power for the auxiliary system and traction load loss when allocating power to the traction system, resulting in a small available power for the traction system and a low power utilization rate of the diesel power pack.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a load control method, device, and readable storage medium for internal combustion engine rail vehicles. This invention first determines the maximum output power of the internal combustion engine power pack and subtracts the reserved power of the auxiliary system and the reserved traction load loss power to obtain a first traction power. Then, it determines the power fluctuation parameters of the auxiliary system, and determines the target power of the auxiliary system that is greater than the measured auxiliary system power but less than the reserved power, and the actual traction load loss power that is not greater than the reserved traction load loss power. When the power fluctuation parameters meet preset stability conditions, a second traction power is obtained based on the target power of the auxiliary system and the actual traction load loss power, and the traction system operation is controlled, thereby reducing unnecessary power reservations and improving the available power of the traction system and the power utilization rate of the internal combustion engine power pack.

[0005] To solve the above-mentioned technical problems, the present invention provides a load control method for internal combustion rail vehicles, comprising: Determine the maximum output power of the internal combustion power pack; The first traction power is obtained by subtracting the auxiliary system reserved power and the reserved traction load loss power from the maximum output power, and the traction system is controlled to operate according to the first traction power. Determine the power fluctuation parameters of the auxiliary system; Determine the target power of the auxiliary system and the actual traction load loss power, wherein the target power of the auxiliary system is greater than the measured power of the auxiliary system and less than the reserved power of the auxiliary system, and the actual traction load loss power is not greater than the reserved traction load loss power. When the power fluctuation parameters meet the preset stability conditions, the maximum output power is subtracted from the target power of the auxiliary system and the actual traction load loss power to obtain the second traction power, and the traction system is controlled to operate according to the second traction power.

[0006] On the other hand, after the traction system is controlled to operate according to the second traction power, the load control method for the diesel rail vehicle further includes: When the traction system is running at the second traction power, the sum of the second traction power and the measured auxiliary system power is determined; When the sum of the second traction power and the measured auxiliary system power is greater than the maximum output power, the traction system is controlled to switch from the second traction power to the first traction power.

[0007] On the other hand, determining the maximum output power of the internal combustion power pack includes: The target speed of the internal combustion power pack is determined based on the position of the controller handle. Obtain the pre-established correspondence between the rotational speed and the maximum output power of the internal combustion power pack; Based on the target rotational speed and the corresponding relationship, determine the reference maximum output power corresponding to the target rotational speed; Determine the current operating status parameters of the internal combustion power pack; The maximum output power of the internal combustion power pack is obtained by correcting the reference maximum output power based on the current operating state parameters, at the target speed.

[0008] On the other hand, the current operating status parameters include: The internal combustion power pack includes at least one of the following parameters: engine temperature, ambient temperature, intake pressure, and altitude. The step of correcting the reference maximum output power based on the current operating state parameters to obtain the maximum output power of the internal combustion power unit at the target speed includes: Determine the power correction amount corresponding to each of the current operating state parameters; The overall power correction amount is determined based on each of the aforementioned power correction amounts; The maximum output power of the reference is corrected based on the comprehensive power correction amount to obtain the maximum output power of the internal combustion power pack at the target speed.

[0009] On the other hand, determining the power fluctuation parameters of the auxiliary system includes: Determine the measured power of multiple auxiliary systems within a preset time period; The power fluctuation parameters are determined based on the measured power of multiple auxiliary systems. The preset stability condition includes the power fluctuation parameter not being greater than a preset threshold.

[0010] On the other hand, determining the power fluctuation parameter based on the measured power of multiple auxiliary systems includes: According to the acquisition time, the power of the multiple measured auxiliary systems is divided into a first power sequence corresponding to a first time window and a second power sequence corresponding to a second time window, wherein the time length of the first time window is less than the time length of the second time window. A first power fluctuation amount is determined based on the first power sequence, and a second power fluctuation amount is determined based on the second power sequence; The power fluctuation parameter is determined based on the first power fluctuation amount and the second power fluctuation amount.

[0011] On the other hand, determining the power fluctuation parameter based on the first power fluctuation and the second power fluctuation includes: Determine the absolute value of the difference between the first power fluctuation and the second power fluctuation; The ratio of the absolute value to the sum of the first power fluctuation and the second power fluctuation is determined as the fluctuation difference parameter; Based on the fluctuation difference parameter, determine the first weight corresponding to the first power fluctuation and the second weight corresponding to the second power fluctuation; The power fluctuation parameters are determined based on the first power fluctuation amount, the first weight, the second power fluctuation amount, and the second weight.

[0012] On the other hand, determining the target power of the auxiliary system and the actual traction load loss power includes: Determine the reserved power for auxiliary equipment based on the maximum power of a single auxiliary device; The sum of the measured power of the auxiliary system and the reserved power of the auxiliary equipment is determined as the target power of the auxiliary system; Determine the actual traction load loss power.

[0013] To address the aforementioned technical problems, the present invention also provides a load control device for internal combustion rail vehicles, comprising: Memory, used to store computer programs; A processor is used to execute the computer program to implement the load control method for an internal combustion rail vehicle as described above.

[0014] To address the aforementioned technical problems, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the load control method for an internal combustion engine rail vehicle as described above.

[0015] Beneficial Effects: This invention provides a load control method for internal combustion engine rail vehicles. Considering that when the power fluctuation of the auxiliary system meets the stability condition, the power demand of the auxiliary system is relatively stable, and the reserved power of the auxiliary system and the reserved power of the traction load loss can be appropriately reduced. This invention first determines the maximum output power of the internal combustion engine power pack and subtracts the reserved power of the auxiliary system and the reserved power of the traction load loss to obtain the first traction power; then, it determines the power fluctuation parameters of the auxiliary system, and determines the target power of the auxiliary system that is greater than the measured auxiliary system power but less than the reserved power of the auxiliary system, and the actual traction load loss power that is not greater than the reserved power of the traction load loss; when the power fluctuation parameters meet the preset stability condition, the second traction power is obtained based on the target power of the auxiliary system and the actual power of the traction load loss, and the traction system is controlled to operate, thereby reducing unnecessary power reserves and improving the available power of the traction system and the power utilization rate of the internal combustion engine power pack.

[0016] The present invention also provides a load control device and a computer-readable storage medium for internal combustion rail vehicles, which have the same beneficial effects as the load control method for internal combustion rail vehicles described above. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the relevant technologies and the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the 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.

[0018] Figure 1 A schematic diagram of the first process of the load control method for internal combustion rail vehicles provided by the present invention; Figure 2 A schematic diagram of the power supply circuit for an internal combustion rail vehicle provided by the present invention; Figure 3 This is a schematic diagram of the second process of the load control method for internal combustion rail vehicles provided by the present invention; Figure 4 A schematic diagram of the load control device for an internal combustion rail vehicle provided by the present invention. Detailed Implementation

[0019] The core of this invention is to provide a load control method, device, and readable storage medium for internal combustion engine rail vehicles. This invention first determines the maximum output power of the internal combustion engine power pack and subtracts the reserved power of the auxiliary system and the reserved traction load loss power to obtain a first traction power. Then, it determines the power fluctuation parameters of the auxiliary system and determines a target power for the auxiliary system that is greater than the measured auxiliary system power but less than the reserved power, and an actual traction load loss power that is not greater than the reserved traction load loss power. When the power fluctuation parameters meet preset stability conditions, a second traction power is obtained based on the target power of the auxiliary system and the actual traction load loss power, and the traction system is controlled to operate, thereby reducing unnecessary power reservations and improving the available power of the traction system and the power utilization rate of the internal combustion engine power pack.

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] To facilitate understanding of the load control method for internal combustion rail vehicles provided in the embodiments of the present invention, the power supply circuit and its energy transfer process applied in the load control method for internal combustion rail vehicles will be described first.

[0022] Please refer to Figure 2 , Figure 2 The present invention provides a schematic diagram of the power supply circuit for an internal combustion rail vehicle, which includes an internal combustion power pack 1, a rectifier unit 2, a DC bus 3, a traction inverter 4, a traction motor 5, an auxiliary inverter 6, and a braking resistor 7.

[0023] The output of the internal combustion power pack 1 is connected to the input of the rectifier unit 2, and the output of the rectifier unit 2 is connected to the DC bus 3. The inputs of the traction inverter 4 and the auxiliary inverter 6 are both connected to the DC bus 3. The output of the traction inverter 4 is connected to the traction motor 5, and the braking resistor 7 is connected to the DC bus 3. The three-phase AC power output from the internal combustion power pack 1 is rectified into DC power by the rectifier unit 2 and then enters the DC bus 3. The traction inverter 4 inverts the DC power in the DC bus 3 into AC power and controls the traction motor 5 by adjusting the voltage and frequency of the output AC power. The auxiliary inverter 6 draws power from the DC bus 3 and inverts it into three-phase AC power for use by various auxiliary equipment in the auxiliary system.

[0024] In this embodiment of the invention, the traction system includes a traction inverter 4 and a traction motor 5, and the power of the traction system is the power drawn by the traction inverter 4 from the DC bus 3; the auxiliary system includes an auxiliary inverter 6 and various auxiliary devices powered by the auxiliary inverter 6, and the power of the auxiliary system is the power drawn by the auxiliary inverter 6 from the DC bus 3. The auxiliary devices can be of various types, such as air compressors, air conditioning units, cooling fans, chargers, and lighting equipment, etc. This embodiment of the invention does not limit the type or quantity of auxiliary devices.

[0025] When a diesel-powered rail vehicle is in traction, the power output of the diesel power pack 1 is consumed by the traction inverter 4, the traction motor 5, and the auxiliary inverter 6. The actual output power of the diesel power pack 1 is the sum of the power of the traction system and the power of the auxiliary system. The closer the actual output power of the diesel power pack 1 is to its maximum output power, the higher its power utilization rate and the higher its load rate. Based on the fuel characteristics of the engine in the diesel power pack 1, a higher load rate results in higher fuel economy. The engine's fuel type is not limited to diesel; for example, it can also use natural gas or other fuels. This embodiment of the invention does not impose such limitations.

[0026] During regenerative braking of the diesel-electric rail vehicle, the traction inverter 4 controls the traction motor 5 to operate in generator mode. The three-phase AC power output by the traction motor 5 is rectified into DC power by the traction inverter 4 and then input to the DC bus 3. The auxiliary inverter 6 draws power from the DC bus 3 to supply power to the various auxiliary devices in the auxiliary system. When the voltage of the DC bus 3 is too high, the excess energy generated by regenerative braking is consumed through the braking resistor 7 to keep the voltage of the DC bus 3 stable.

[0027] The load control method for diesel-powered rail vehicles provided in this embodiment of the invention can be executed by the central control unit (CCU) and traction control unit (TCU) of the diesel-powered rail vehicle in coordination according to the status of each component. The central control unit can be used to collect the driver's controller handle position and control the rotational speed of the diesel power pack 1, and send the driver's controller handle position to the traction control unit; the traction control unit is used to control the traction inverter 4 and traction motor 5 according to the traction characteristic curve, so that the traction system operates according to the corresponding traction power. The measured auxiliary system power can be monitored in real time by the auxiliary inverter 6 and then uploaded. The central control unit and the traction control unit can communicate in various ways, such as through MVB (Multifunction Vehicle Bus), CAN (Controller Area Network), or Ethernet communication, which is not limited in this embodiment of the invention.

[0028] It should be noted that the load control method for internal combustion rail vehicles provided in this embodiment of the invention can also be executed by other controllers in the internal combustion rail vehicle, or by the central control unit alone, as long as the controller can obtain the relevant parameters of the internal combustion power pack 1, the traction system and the auxiliary system and output the corresponding control commands. This embodiment of the invention does not limit this.

[0029] Please refer to Figure 1 , Figure 1 This is a first flowchart illustrating the load control method for an internal combustion engine rail vehicle provided by the present invention. The load control method for the internal combustion engine rail vehicle includes: S101: Determine the maximum output power of the internal combustion power pack 1; Specifically, considering the technical problems mentioned above, and taking into account that the power output of the internal combustion power pack 1 varies at different speeds, if the upper limit of the current output power of the internal combustion power pack 1 is not known, it is impossible to determine whether the sum of the power of the traction system and the power of the auxiliary system is close to the upper limit, and therefore it is impossible to adjust the power of the traction system. Therefore, in this embodiment of the invention, the maximum output power of the internal combustion power pack 1 is first determined, and this is used as the data basis for power allocation in subsequent steps. The maximum output power refers to the upper limit of the power that the internal combustion power pack 1 can continuously output under the current speed and operating conditions. It can be determined by the central control unit based on the speed of the internal combustion power pack 1 after it is started, or it can be re-determined after the driver's controller handle position changes and the speed of the internal combustion power pack 1 is adjusted accordingly. For example, if the speed of the internal combustion power pack 1 at a certain moment is R0, then the maximum output power at that speed is P0; if the driver's controller handle position changes and the central control unit adjusts the speed of the internal combustion power pack 1 to R1, then the maximum output power at that speed is P1.

[0030] S102: Subtract the auxiliary system reserved power and the reserved traction load loss power from the maximum output power to obtain the first traction power, and control the traction system to operate according to the first traction power; Specifically, considering the frequent activation and deactivation of auxiliary equipment in the auxiliary system, the significant power fluctuations of the auxiliary system, and the difficulty in accurately predicting them in advance, and also considering the difficulty in accurately obtaining the actual efficiency and power loss of each device in the traction system, this embodiment of the invention reserves power according to the reserved power of the auxiliary system and the reserved traction load loss power during the initial operation phase of the traction system. The remaining power after subtracting these two reserved powers from the maximum output power is taken as the first traction power, and the traction system is controlled to operate according to the first traction power. This ensures that the internal combustion power pack 1 will not operate under overload when the power of the auxiliary system is not yet clear. The first traction power can be determined by a first relationship, which includes: ; Among them, P t1 For the first traction power, P m P is the maximum output power of the internal combustion power pack 1. ar To reserve power for the auxiliary system, P lr To allow for power loss due to traction load.

[0031] The reserved power of the auxiliary system is the power reserved for the auxiliary system in advance when the actual power of the auxiliary system is unknown. Its value can be of various types, such as the capacity of the auxiliary inverter 6, or the sum of the rated power of each auxiliary device in the auxiliary system. This embodiment of the invention does not limit it here.

[0032] The reserved traction load loss power is the power reserved in advance for the power loss of the traction system when the actual power loss of the traction system is unknown. Its value can also be of various kinds, such as the power loss of the traction system under rated operating conditions. This embodiment of the invention does not limit it here.

[0033] After the traction control unit receives the first traction power, it can control the traction motor 5 to output traction force according to the driver's handle position issued by the central control unit and the traction characteristic curve.

[0034] S103: Determine the power fluctuation parameters of the auxiliary system; Specifically, considering that the reserved power of the auxiliary system is determined with a large margin, which is much greater than the actual measured power of the auxiliary system most of the time, if the reserved power is always based on the reserved power of the auxiliary system, the output capacity of the internal combustion power pack 1 will not be fully utilized; on the other hand, if the power is allocated directly according to the measured power of the auxiliary system, the internal combustion power pack 1 will be overloaded when the auxiliary equipment is put into operation. Therefore, in this embodiment of the invention, the power fluctuation parameter of the auxiliary system is first determined to characterize the degree of change of the power of the auxiliary system over a period of time, so as to provide a basis for subsequent judgment on whether the power reserve can be reduced.

[0035] There are various ways to determine the power fluctuation parameter. For example, it can be the difference between the maximum and minimum values ​​of the measured auxiliary system power within a preset time period, or it can be the standard deviation of the measured auxiliary system power within a preset time period. This embodiment of the invention does not limit the method.

[0036] S104: Determine the target power of the auxiliary system and the actual traction load loss power. The target power of the auxiliary system is greater than the measured power of the auxiliary system and less than the reserved power of the auxiliary system. The actual traction load loss power is not greater than the reserved traction load loss power. Specifically, considering that although the power of the auxiliary system may remain stable for a period of time, there is still a possibility that auxiliary equipment may be put into operation, if the power of the auxiliary system is allocated only according to the measured auxiliary system power, the sum of the power of the traction system and the power of the auxiliary system when the auxiliary equipment is put into operation will exceed the maximum output power of the internal combustion power pack 1. Therefore, the target power of the auxiliary system determined in this embodiment of the invention is greater than the measured auxiliary system power, that is, a portion of the power is reserved for the operation of auxiliary equipment based on the measured auxiliary system power. Furthermore, considering that if the target power of the auxiliary system is not less than the reserved power of the auxiliary system, the second traction power will not be greater than the first traction power, and it will not be able to improve the available power of the traction system, the target power of the auxiliary system should also be less than the reserved power of the auxiliary system. Similarly, the actual traction load loss power is the actual power loss of the traction system under the current operating conditions, which is generally a measured value and not greater than the reserved traction load loss power taken with a larger margin. The relationship between the target power of the auxiliary system and the actual traction load loss power can be expressed by a second relational expression, which includes: ; Among them, P am To measure the power of the auxiliary system, P at To assist the system's target power, P ar To reserve power for the auxiliary system, P la P represents the actual traction load power loss. lr To allow for power loss due to traction load.

[0037] S105: When the power fluctuation parameters meet the preset stability conditions, the maximum output power is subtracted from the auxiliary system target power and the actual traction load loss power to obtain the second traction power, and the traction system is controlled to operate according to the second traction power.

[0038] Specifically, when the power fluctuation parameters meet the preset stability condition, it indicates that the auxiliary system has not experienced significant power changes over a period of time, and the operating status of each auxiliary device is relatively stable. At this point, the measured power of the auxiliary system can more accurately reflect the actual power consumption of the auxiliary system. Therefore, in this embodiment of the invention, when the power fluctuation parameters meet the preset stability condition, the power is no longer reserved according to the reserved power of the auxiliary system and the reserved traction load loss power. Instead, the power is redistributed according to the target power of the auxiliary system and the actual traction load loss power. The remaining power after subtracting these two parts from the maximum output power is used as the second traction power, and the traction system is controlled to operate according to the second traction power. This increases the available power of the traction system while maintaining the output capacity of the internal combustion power pack 1. The second traction power can be determined by a third relation, which includes: ; Among them, P t2For the second traction power, P m P is the maximum output power of the internal combustion power pack 1. at To assist the system's target power, P la This represents the actual power loss due to the traction load.

[0039] As shown in the second equation, the target power of the auxiliary system is less than the reserved power of the auxiliary system, and the actual traction load loss power is not greater than the reserved traction load loss power. Therefore, the second traction power is greater than the first traction power, and the difference between the two can be determined by the fourth equation, which includes: ; Among them, P t1 For the first traction power, P t2 For the second traction power, P ar To reserve power for the auxiliary system, P at To assist the system's target power, P lr To allow for power loss due to traction load, P la This represents the actual power loss due to traction load.

[0040] The power utilization rate of the internal combustion power pack 1 when the traction system operates at the first traction power can be determined by the fifth relation, which includes: .

[0041] The power utilization rate of the internal combustion power pack 1 when the traction system operates at the second traction power can be determined by the sixth relation, which includes: ; Where, η t1 η represents the power utilization rate of the internal combustion power pack 1 when the traction system operates at the first traction power. t2 P represents the power utilization rate of the internal combustion power pack 1 when the traction system operates at the second traction power. m P is the maximum output power of the internal combustion power pack 1. am To measure the auxiliary system power. Since the second traction power is greater than the first traction power, therefore η t2 Greater than η t1 The power utilization rate of the internal combustion power pack 1 is thus improved.

[0042] In one specific example: the maximum output power of the internal combustion power pack 1 at the current speed is 500 kW. The auxiliary system's reserved power is taken as the capacity of the auxiliary inverter 6, which is 150 kW. The reserved traction load loss power is 50 kW, so the first traction power is 300 kW. The measured auxiliary system power is 60 kW, and 45 kW is reserved for the auxiliary equipment, so the target auxiliary system power is 105 kW. The measured actual traction load loss power is 25 kW, so the second traction power is 370 kW. When the traction system operates at the second traction power, the available power of the traction system increases by 70 kW compared to operating at the first traction power, and the power utilization rate of the internal combustion power pack 1 increases from 72% to 86%. The above values ​​are merely examples for illustrative purposes, and the embodiments of the present invention are not limited herein.

[0043] This invention provides a load control method for internal combustion engine rail vehicles. Considering that when the power fluctuation of the auxiliary system meets stability conditions, the power demand of the auxiliary system is relatively stable, and the reserved power of the auxiliary system and the traction load loss power can be appropriately reduced. This invention first determines the maximum output power of the internal combustion engine power pack and subtracts the reserved power of the auxiliary system and the reserved traction load loss power to obtain a first traction power. Then, it determines the power fluctuation parameters of the auxiliary system, and determines the target power of the auxiliary system that is greater than the measured auxiliary system power but less than the reserved power, and the actual traction load loss power that is not greater than the reserved traction load loss power. When the power fluctuation parameters meet the preset stability conditions, the second traction power is obtained based on the target power of the auxiliary system and the actual traction load loss power, and the traction system operation is controlled, thereby reducing unnecessary power reserves and improving the available power of the traction system and the power utilization rate of the internal combustion engine power pack.

[0044] Based on the above embodiments: As an optional embodiment, after the traction system is operated at the second traction power, the load control method for the diesel rail vehicle further includes: S201: When the traction system is running at the second traction power, determine the sum of the second traction power and the measured auxiliary system power; S202: When the sum of the second traction power and the measured auxiliary system power is greater than the maximum output power, control the traction system to switch from the second traction power to the first traction power.

[0045] Specifically, considering that during the operation of the traction system at the second traction power, auxiliary equipment may still be in operation in the auxiliary system. If the power of the auxiliary equipment exceeds the difference between the target power and the measured power of the auxiliary system, the sum of the power of the traction system and the power of the auxiliary system will exceed the maximum output power of the internal combustion power pack 1, causing the internal combustion power pack 1 to operate under overload or even stall. Therefore, in this embodiment of the invention, when the traction system is running at the second traction power, the sum of the second traction power and the measured power of the auxiliary system is continuously determined and compared with the maximum output power. If the sum of the second traction power and the measured power of the auxiliary system is not greater than the maximum output power, it indicates that the internal combustion power pack 1 still has the ability to bear the current load, and the traction system continues to operate at the second traction power. If the sum of the second traction power and the measured power of the auxiliary system is greater than the maximum output power, that is, the seventh relation is satisfied, it indicates that the current load has exceeded the output capacity of the internal combustion power pack 1. At this time, the traction system is controlled to switch from the second traction power to the first traction power, and the power of the traction system automatically decreases as the power of the auxiliary system increases, thereby avoiding the internal combustion power pack 1 from operating under overload. The seventh relation includes: ; Among them, P t2 For the second traction power, P am To measure the power of the auxiliary system, P m This is the maximum output power of the internal combustion power pack 1.

[0046] Continuing with the specific example above, if the air compressor in the auxiliary system is activated while the traction system is operating at a second traction power of 370 kW, and the measured auxiliary system power increases from 60 kW to 140 kW, the sum of the second traction power and the measured auxiliary system power is 510 kW, which is greater than the maximum output power of 500 kW. Therefore, the traction system is switched from the second traction power of 370 kW to the first traction power of 300 kW. The sum of the traction system power and the auxiliary system power decreases to 440 kW, and the internal combustion power pack 1 exits the overload operation state. After the auxiliary system power stabilizes again, the power fluctuation parameters will once again meet the preset stability conditions, and the traction system can resume operation at the recalculated second traction power.

[0047] For a better explanation of the embodiments of the present invention, please refer to Figure 3 , Figure 3 This is a second flowchart illustrating the load control method for an internal combustion engine rail vehicle provided by the present invention. As an optional embodiment, determining the maximum output power of the internal combustion power pack 1 includes: S301: Determine the target speed of the internal combustion power pack 1 based on the position of the controller lever; S302: Obtain the pre-established correspondence between the rotational speed and the maximum output power of the internal combustion power pack 1; S303: Determine the reference maximum output power corresponding to the target speed based on the target speed and the corresponding relationship; S304: Determine the current operating status parameters of the internal combustion power pack 1; S305: Correct the reference maximum output power based on the current operating status parameters to obtain the maximum output power of the internal combustion power pack 1 at the target speed.

[0048] Specifically, considering that the driver's control handle position is used to adjust traction, and that different driver's control handle positions require different traction power from the diesel rail vehicle, the diesel power pack 1 needs to operate at a matching speed. Therefore, in this embodiment of the invention, the target speed of the diesel power pack 1 is determined based on the driver's control handle position. When the central control unit determines that the driver's control handle position has changed, it controls the speed of the diesel power pack 1 to adjust to the target speed corresponding to the changed driver's control handle position; when the central control unit determines that the driver's control handle position has not changed, it controls the diesel power pack 1 to maintain its current speed, at which point the target speed is the current speed of the diesel power pack 1.

[0049] Specifically, considering that the upper limit of the power output of the internal combustion power pack 1 at various speeds can be pre-calibrated by bench testing, the correspondence between the speed of the internal combustion power pack 1 and the maximum output power is pre-established in this embodiment of the invention. After obtaining the target speed, the reference maximum output power corresponding to the target speed can be obtained by querying the correspondence.

[0050] The storage format for the correspondence between the rotational speed and maximum output power of the internal combustion power pack 1 can be varied. For example, it can be a data table indexed by rotational speed, or a curve or function obtained by fitting calibration data. This embodiment of the invention does not impose any limitations on this method. This determination method is relatively simple, eliminating the need for complex calculations of the output capability of the internal combustion power pack 1 during operation, thereby improving efficiency and reducing the consumption of computing resources.

[0051] Specifically, considering that the actual output capability of the internal combustion power pack 1 will change with its own operating state and the external environment, if the calibrated maximum output power is directly used as the maximum output power for power allocation, the allocated power may exceed the actual output capability of the internal combustion power pack 1 when the output capability of the internal combustion power pack 1 decreases. Therefore, in this embodiment of the invention, the current operating state parameters of the internal combustion power pack 1 are also determined, and the reference maximum output power is corrected according to the current operating state parameters. The power obtained after correction is used as the maximum output power of the internal combustion power pack 1 at the target speed, so that the determined maximum output power is closer to the actual output capability of the internal combustion power pack 1, providing a more reliable basis for subsequent power allocation.

[0052] As an optional embodiment, the current operating status parameters include at least one of the following: engine temperature parameters, ambient temperature parameters, intake pressure parameters, and altitude parameters of the internal combustion power pack 1; the reference maximum output power is corrected based on the current operating status parameters to obtain the maximum output power of the internal combustion power pack 1 at the target speed, including: S401: Determine the power correction amount corresponding to each current operating status parameter; S402: Determine the overall power correction amount based on each power correction amount; S403: Correct the reference maximum output power based on the comprehensive power correction amount to obtain the maximum output power of the internal combustion power pack 1 at the target speed.

[0053] Specifically, considering that the internal combustion power pack 1 needs to limit its output to protect the engine when the engine temperature parameter is too high, the intake air density decreases and the heat dissipation capacity is reduced when the ambient temperature parameter is too high, the amount of air entering the cylinder decreases when the intake air pressure parameter is too low, and the thin air due to increased altitude also reduces the intake air volume, all of these factors will cause the actual output capability of the internal combustion power pack 1 to be lower than the reference maximum output power under the calibration conditions. Therefore, in this embodiment of the invention, the power correction amount corresponding to each current operating state parameter is determined. Each power correction amount can also be obtained by querying a pre-calibrated correspondence. For example, a correspondence between altitude parameter and power correction amount, or between ambient temperature parameter and power correction amount, can be pre-established. This embodiment of the invention does not limit this. The current operating state parameter can be at least one of the above four. When the altitude change of the internal combustion rail vehicle's operating line is small, only the engine temperature parameter and ambient temperature parameter can be used for correction. This embodiment of the invention does not limit this.

[0054] Once each power correction factor is determined, the overall power correction factor can be determined using the eighth relation, which includes: ; Where, ΔP z The total power correction, ΔP c1 ΔP is the power correction amount corresponding to the engine temperature parameters. c2 ΔP is the power correction amount corresponding to the ambient temperature parameter. c3 ΔP is the power correction amount corresponding to the intake pressure parameter. c4 This represents the power correction amount corresponding to the altitude parameter. It should be noted that the method for determining the comprehensive power correction amount is not limited to adding up the power correction amounts. For example, the largest of the power correction amounts can be determined as the comprehensive power correction amount, or the comprehensive power correction amount can be obtained by weighted summation of the power correction amounts. This embodiment of the invention does not limit the method.

[0055] After obtaining the comprehensive power correction, the reference maximum output power can be corrected according to the ninth relation, which includes: ; Among them, P b P is the reference maximum output power. m This represents the maximum output power of the internal combustion power pack 1 at the target speed.

[0056] In one specific example: the baseline maximum output power corresponding to the target speed is 520 kW; the altitude of the diesel rail vehicle is 1500 meters, with a corresponding power correction of 15 kW; the ambient temperature is 40 degrees Celsius, with a corresponding power correction of 5 kW; and the engine temperature and intake pressure are both within the normal range, with corresponding power corrections of 0 kW. Therefore, the combined power correction is 20 kW, and the maximum output power of diesel power pack 1 at the target speed is 500 kW. If the power is allocated directly based on the baseline maximum output power of 520 kW without the above corrections, the power allocated to the traction system will exceed the actual output capacity of diesel power pack 1 by 20 kW, potentially leading to overload operation of diesel power pack 1.

[0057] As an optional embodiment, determining the power fluctuation parameters of the auxiliary system includes: S501: Determine the measured power of multiple auxiliary systems within a preset time period; S502: Determine power fluctuation parameters based on the measured power of multiple auxiliary systems; Among them, the preset stability conditions include that the power fluctuation parameter is not greater than a preset threshold.

[0058] Specifically, considering that the stability of the auxiliary system's power requires multiple power values ​​over a period of time to reflect, and the measured auxiliary system power at a single moment cannot reflect the changes in the auxiliary system's power, this embodiment of the invention determines multiple measured auxiliary system powers within a preset time period, and determines power fluctuation parameters based on these multiple measured auxiliary system powers. The preset time period can be set according to the switching characteristics of each auxiliary device, for example, it can be 2 seconds; the multiple measured auxiliary system powers can be obtained in real time by the auxiliary inverter 6 according to a certain sampling period, for example, it can be 20 milliseconds, and this embodiment of the invention does not limit this.

[0059] Power fluctuation parameters can be determined by the tenth relation, which includes: ; Among them, P w P is the power fluctuation parameter. amax P is the maximum value among multiple measured auxiliary system power values ​​within a preset time period. amin The power fluctuation parameter is determined by using the minimum power of multiple measured auxiliary systems within a preset time period, i.e., the maximum power difference of the auxiliary systems within the preset time period. This method is relatively straightforward, requires minimal computation, and is easy to execute in real time within the central control unit or traction control unit.

[0060] Correspondingly, the preset stability conditions include power fluctuation parameters not exceeding a preset threshold. The preset threshold can be set according to the total power of each auxiliary device in the auxiliary system, for example, it can be a certain proportion of the sum of the rated power of each auxiliary device in the auxiliary system, which is not limited in this embodiment of the invention. If the power fluctuation parameter is greater than the preset threshold, it indicates that there is auxiliary device being put into or removed from the auxiliary system. At this time, it is not advisable to reduce the power reserve according to the measured auxiliary system power. The traction system continues to operate at the first traction power, and the power of the auxiliary system continues to be measured. If the power fluctuation parameter is not greater than the preset threshold, it indicates that the power of the auxiliary system is relatively stable, and the traction system operates at the second traction power.

[0061] As an optional embodiment, power fluctuation parameters are determined based on multiple measured auxiliary system powers, including: S601: According to the acquisition time, the power of multiple measured auxiliary systems is divided into a first power sequence corresponding to a first time window and a second power sequence corresponding to a second time window. The time length of the first time window is shorter than the time length of the second time window. S602: Determine the first power fluctuation amount based on the first power sequence, and determine the second power fluctuation amount based on the second power sequence; S603: Determine the power fluctuation parameters based on the first power fluctuation and the second power fluctuation.

[0062] Specifically, considering that using only a single time length to determine power fluctuation parameters makes it difficult to balance response speed and the reliability of the judgment results: when the time length is too short, the power change caused by the switching of a certain auxiliary device in the auxiliary system is likely to fall outside this time length, and the judgment result is likely to be distorted. The traction system may operate according to the second traction power before the auxiliary system has stabilized; when the time length is too long, it will still take a long time for the power of the auxiliary system to recover and stabilize before it is reflected in the power fluctuation parameters, and the time when the traction system operates according to the second traction power is delayed. Therefore, in this embodiment of the invention, according to the acquisition time, the power of multiple measured auxiliary systems is divided into a first power sequence corresponding to a first time window and a second power sequence corresponding to a second time window. The time length of the first time window is shorter than the time length of the second time window. For example, the time length of the first time window can be 2 seconds, and the time length of the second time window can be 10 seconds. This embodiment of the invention does not limit this.

[0063] The first power fluctuation and the second power fluctuation can be determined by the eleventh and twelfth relations, respectively. The eleventh relation includes: ; The twelfth relation includes: ; Where ΔP1 is the first power fluctuation, P max1 With P min1 These represent the maximum and minimum measured auxiliary system power values ​​in the first power sequence, respectively; ΔP2 represents the second power fluctuation, P max2 With P min2 These represent the maximum and minimum measured auxiliary system power values ​​in the second power sequence. The first power fluctuation reflects the power change of the auxiliary system over a short period, while the second power fluctuation reflects the power change over a longer period. The power fluctuation parameter is determined by combining the first and second power fluctuation values, which can balance the response speed to auxiliary system power changes with the reliability of the judgment results.

[0064] As an optional embodiment, determining the power fluctuation parameter based on the first power fluctuation and the second power fluctuation includes: S701: Determine the absolute value of the difference between the first power fluctuation and the second power fluctuation; S702: The ratio of the absolute value to the sum of the first power fluctuation and the second power fluctuation is determined as the fluctuation difference parameter; S703: Determine the first weight corresponding to the first power fluctuation and the second weight corresponding to the second power fluctuation based on the fluctuation difference parameter; S704: Determine the power fluctuation parameters based on the first power fluctuation amount, the first weight, the second power fluctuation amount, and the second weight.

[0065] Specifically, considering that the information reflected by the first power fluctuation and the second power fluctuation under different operating conditions of the auxiliary system is not the same: when the two are relatively close, it indicates that the power change of the auxiliary system is consistent within two time windows of different lengths, and the operating condition of the auxiliary system has not changed. In this case, the influence of the two on the power fluctuation parameter should be equivalent; when the two differ significantly, it indicates that the power change of the auxiliary system has changed between two time windows of different lengths, or that the auxiliary equipment has just been switched on and has not yet been fully reflected in the second power fluctuation, or that the switching on the auxiliary equipment has ended but the second power fluctuation is still affected by the previous power change. In this case, the first power fluctuation is more indicative of the current situation of the auxiliary system. Therefore, in this embodiment of the invention, the absolute value of the difference between the first power fluctuation and the second power fluctuation is first determined, and then the ratio of this absolute value to the sum of the first power fluctuation and the second power fluctuation is determined as the fluctuation difference parameter. The fluctuation difference parameter can be determined by the thirteenth relation, which includes: ; Where δ is the fluctuation difference parameter, ΔP1 is the first power fluctuation, and ΔP2 is the second power fluctuation. The fluctuation difference parameter ranges from 0 to 1, and a larger value indicates a greater difference between the first and second power fluctuations.

[0066] The first and second weights can be determined by the fourteenth and fifteenth relations, respectively. The fourteenth relation includes: ; The fifteenth relation includes: ; Wherein, k1 is the first weight corresponding to the first power fluctuation, k2 is the second weight corresponding to the second power fluctuation, δ is the fluctuation difference parameter, and the sum of the first weight and the second weight is 1. When the fluctuation difference parameter approaches 0, both the first weight and the second weight approach 0.5, and the power fluctuation parameter is the average of the first power fluctuation and the second power fluctuation; when the fluctuation difference parameter approaches 1, the first weight approaches 1, and the power fluctuation parameter is mainly determined by the first power fluctuation, thus enabling the power fluctuation parameter to follow the current power change of the auxiliary system more quickly. It should be noted that the method of determining the first weight and the second weight is not limited to this. For example, a correspondence between the fluctuation difference parameter and the first weight can be established in advance, the first weight can be determined by querying the correspondence, and then the second weight can be determined by the first weight. This embodiment of the invention does not limit this.

[0067] Power fluctuation parameters can be determined by the sixteenth relation, which includes: ; Among them, P w Here, k1 is the first weight, ΔP1 is the first power fluctuation amount, k2 is the second weight, and ΔP2 is the second power fluctuation amount.

[0068] In one specific example: the first time window is 2 seconds long, the second time window is 10 seconds long, the first power fluctuation is 6 kW, and the second power fluctuation is 30 kW. The fluctuation difference parameter is 0.667, the first weight is 0.833, the second weight is 0.167, and the power fluctuation parameter is 10 kW. If the preset threshold is 15 kW, the power fluctuation parameter is not greater than the preset threshold, satisfying the preset stability condition, and the traction system operates according to the second traction power. In this example, the auxiliary system's power has stabilized in the last 2 seconds. Although there was a significant power change within the last 10 seconds, through the adjustment of the first and second weights, the traction system can operate according to the second traction power without waiting for the power change within the second time window to completely disappear. If the first power fluctuation is 40 kW and the second power fluctuation is 44 kW, then the fluctuation difference parameter is 0.048, the first weight is 0.524, the second weight is 0.476, and the power fluctuation parameter is 41.9 kW, which is greater than the preset threshold of 15 kW. The traction system continues to operate according to the first traction power.

[0069] As an optional embodiment, determining the target power of the auxiliary system and the actual traction load loss power includes: S801: Determine the reserved power for auxiliary equipment based on the maximum power of a single auxiliary device; S802: The sum of the measured auxiliary system power and the reserved power of the auxiliary equipment is determined as the target power of the auxiliary system; S803: Determine the actual traction load power loss.

[0070] Specifically, considering that the input of each auxiliary device in the auxiliary system has a certain degree of randomness, but usually only one auxiliary device is put into operation at the same time, reserving power for the input of this one auxiliary device can avoid overloading of the internal combustion power pack 1. Therefore, in this embodiment of the invention, the reserved power for the input of the auxiliary device is determined according to the maximum power of a single auxiliary device. For example, the largest of the maximum power of each auxiliary device in the auxiliary system can be determined as the reserved power for the input of the auxiliary device. This auxiliary device can be, for example, the air compressor of the braking system. This embodiment of the invention does not limit this.

[0071] The target power of the auxiliary system can be determined by the seventeenth equation, which includes: ; Among them, P at To assist the system's target power, P am To measure the power of the auxiliary system, P ai Reserve power for auxiliary equipment.

[0072] Specifically, since the target power of the auxiliary system needs to be less than the reserved power of the auxiliary system, the sum of the measured auxiliary system power and the reserved power of the auxiliary equipment can be less than the reserved power of the auxiliary system. Normally, the reserved power of the auxiliary system is taken as the capacity of the auxiliary inverter 6, and its value is greater than the sum of the measured auxiliary system power and the reserved power of the auxiliary equipment. If the measured auxiliary system power is large, an additional restriction can be placed on the sum of the measured auxiliary system power and the reserved power of the auxiliary equipment, making it less than the reserved power of the auxiliary system. This ensures that when the traction system operates at the second traction power, the power utilization rate of the internal combustion power pack 1 is higher than when it operates at the first traction power.

[0073] Specifically, there are several ways to determine the actual traction load loss power. For example, the difference between the power drawn by the traction inverter 4 from the DC bus 3 and the output power of the traction motor 5 can be used as the actual traction load loss power. The power drawn by the traction inverter 4 can be determined based on the voltage and current of the DC bus 3, and the output power of the traction motor 5 can be determined based on the speed and torque of the traction motor 5. Alternatively, the actual traction load loss power can be determined based on the efficiency of the traction system under the current operating conditions and the power drawn by the traction inverter 4. This embodiment of the invention does not limit the specific method used. The actual traction load loss power is generally a measured value, which varies with the operating conditions of the traction system and is not greater than the reserved traction load loss power taken under rated operating conditions.

[0074] As an optional embodiment, the process of determining the target power of the auxiliary system includes: S901: Determine the operating status of each auxiliary device in the auxiliary system, and determine candidate auxiliary devices to be put into operation based on the operating status of each auxiliary device; S902: Determine the additional power requirements corresponding to the commissioning of each candidate auxiliary equipment; S903: Determine the reserved power for auxiliary equipment based on the new power requirements; S904: Determine the target power of the auxiliary system based on the measured power of the auxiliary system and the reserved power of the auxiliary equipment.

[0075] Specifically, considering that when determining the reserved power for auxiliary equipment based on the maximum power of a single auxiliary device, the power of the auxiliary device with the highest power in the auxiliary system is used, but this auxiliary device may not be ready to operate during certain periods, the reserved power is still too high. Therefore, in this embodiment of the invention, candidate auxiliary devices for operation can also be determined based on the operating status of each auxiliary device in the auxiliary system. The operating status of each auxiliary device can be, for example, already in operation, not in operation, or fault cleared: for auxiliary devices already in operation, their power is already included in the measured power of the auxiliary system, and there is no need to reserve power for them; for auxiliary devices that have been cleared of faults, they will not be put into operation during this operation, and there is also no need to reserve power for them; for auxiliary devices that are not in operation and do not have faults, they are identified as candidate auxiliary devices for operation.

[0076] The additional power requirement corresponding to the operation of each candidate auxiliary equipment can be determined based on the rated power of the candidate auxiliary equipment. For candidate auxiliary equipment with a large starting current, the additional power requirement can also be determined based on the power during its starting process. For example, the additional power requirement of an air compressor can be taken as the power during its starting process, and the additional power requirement of an air conditioning unit can be taken as its rated power. This embodiment of the invention does not limit this.

[0077] The reserved power for auxiliary equipment can be determined by the eighteenth relation, which includes: ; Among them, P ai Reserved power for auxiliary equipment, ΔP n1 ΔP n2 To ΔP nm These represent the additional power requirements corresponding to the commissioning of the 1st, 2nd, and mth candidate auxiliary devices, respectively, where m is the number of candidate auxiliary devices. If there is a possibility that some candidate auxiliary devices may be put into operation simultaneously, the sum of the additional power requirements of several candidate auxiliary devices can be determined as the reserved power for auxiliary device commissioning. This embodiment of the invention does not limit this. After obtaining the reserved power for auxiliary device commissioning, the sum of the measured auxiliary system power and the reserved power for auxiliary device commissioning is determined as the target power of the auxiliary system.

[0078] In one specific example: the auxiliary system includes an air compressor, an air conditioning unit, a cooling fan, and lighting equipment. The air conditioning unit, cooling fan, and lighting equipment are all in operation, and their power is already included in the measured auxiliary system power of 60 kW. The air compressor is not in operation and there is no fault. Therefore, the air compressor is a candidate auxiliary equipment to be put into operation. The additional power requirement corresponding to its operation is 45 kW, the reserved power for auxiliary equipment is 45 kW, and the target power of the auxiliary system is 105 kW. If the air compressor is disconnected due to a fault, there is no candidate auxiliary equipment to be put into operation. The reserved power for auxiliary equipment can be taken as 0 kW, and the target power of the auxiliary system is 60 kW. With a maximum output power of 500 kW and an actual traction load loss power of 25 kW, the second traction power is increased to 415 kW, and the power utilization rate of the internal combustion power pack 1 is further improved to 95%.

[0079] To facilitate implementation by those skilled in the art, the complete control process of the load control method for the aforementioned diesel rail vehicle is further explained below, taking into account the actual operation of the vehicle. This control process is executed by the central control unit and the traction control unit in coordination based on the status of each component.

[0080] The meanings of the parameters involved in this control process are as follows: R0 is the rotational speed of the internal combustion power pack 1 at a certain moment; P0 is the maximum output power of the internal combustion power pack 1 at rotational speed R0; R1 is the rotational speed of the internal combustion power pack 1 corresponding to the change of the driver's control handle position; P1 is the maximum output power of the internal combustion power pack 1 at rotational speed R1; P s1 P represents the first traction power corresponding to the change in the position of the driver's control handle. a1 P represents the measured auxiliary system power after the driver's controller handle position changes; a Power is reserved for the auxiliary system, typically the capacity of auxiliary inverter 6; P2 is the preset threshold for power fluctuation parameters, which can be set according to the total power of each auxiliary device in the auxiliary system; P s3 P3 represents the second traction power corresponding to the change in the position of the driver's controller handle; P4 represents the reserved power for auxiliary equipment, generally the maximum power of a single auxiliary device in a diesel rail vehicle; P5 represents the reserved traction load loss power; P6 represents the actual traction load loss power, generally a measured value. s0 P is the first traction power when the position of the driver's control handle remains unchanged; a0 P represents the measured auxiliary system power when the driver's control handle position remains unchanged. s2 This refers to the second traction power when the position of the driver's controller handle remains unchanged. The power fluctuation parameter is represented by the measured fluctuation value of the auxiliary system power within a preset time period; for example, the maximum power difference of the auxiliary system within 2 seconds can be used.

[0081] After the internal combustion power pack 1 is started, the central control unit controls the internal combustion power pack 1 to run at speed R0. At this time, the maximum output power of the internal combustion power pack 1 is P0. The central control unit determines whether the position of the driver's control lever has changed, and controls it according to the following two situations.

[0082] In the first scenario, the central control unit determines that the driver's controller lever position has changed. At this time, the central control unit adjusts the speed of the internal combustion power pack 1 to R1, and the maximum output power of the internal combustion power pack 1 is P1. The traction control unit, based on the driver's controller lever position issued by the central control unit, adjusts the traction power according to the traction characteristic curve with the first traction power P. s1 During traction, the auxiliary inverter 6 simultaneously monitors and obtains the measured auxiliary system power P. a1 First traction power P s1 It can be determined through the nineteenth relation, which includes: .

[0083] At this point, the power utilization rate of the internal combustion power pack 1 can be determined by the twentieth relation, which includes: ; Where η1 is the traction system according to the first traction power P s1 Power utilization rate of internal combustion power pack 1 during operation.

[0084] If the measured power fluctuation parameter of the auxiliary system exceeds the preset threshold P2 within a preset time period, the diesel rail vehicle will maintain a low traction mode, and the traction control unit will control the traction system to continue operating at the first traction power P according to the traction characteristic curve. s1 It runs and continues to measure the power of auxiliary inverter 6.

[0085] If the measured power fluctuation parameter of the auxiliary system within a preset time period is not greater than the preset threshold P2, the diesel rail vehicle enters the high traction mode, and the traction control unit controls the traction system power to rise to the second traction power P. s3 Second traction power P s3 It can be determined through the twenty-first relation, which includes: .

[0086] At this point, the power utilization rate of the internal combustion power pack 1 can be determined by the twenty-second relation, which includes: ; Wherein, η3 is the traction system according to the second traction power P s3 Power utilization rate of internal combustion power pack 1 during operation.

[0087] The traction system operates according to the second traction power P s3 During operation, if the actual load does not exceed the maximum output power of the internal combustion power pack 1, i.e., P s3 With P a1 If the sum is not greater than P1, the diesel rail vehicle will maintain high traction mode, and the traction system will continue to operate at the second traction power P. s3 Operation; if the actual load exceeds the maximum output power of the internal combustion power pack 1, i.e., P s3 With P a1 If the sum is greater than P1, the diesel rail vehicle returns to low traction mode, and the traction system operates according to the first traction power P. s1 run.

[0088] The second scenario is that the central control unit determines that the driver's controller lever position has not changed. In this case, the central control unit controls the internal combustion power pack 1 to maintain the current R0 speed, and the maximum output power of the internal combustion power pack 1 is P0; the traction control unit, based on the driver's controller lever position issued by the central control unit, operates according to the traction characteristic curve with the first traction power P. s0 During traction, the auxiliary inverter 6 simultaneously monitors and obtains the measured auxiliary system power P. a0 First traction power P s0 It can be determined through the twenty-third relation, which includes: .

[0089] At this point, the power utilization rate of the internal combustion power pack 1 can be determined by the twenty-fourth relation, which includes: ; Where η0 is the traction system according to the first traction power P s0 Power utilization rate of internal combustion power pack 1 during operation.

[0090] If the measured power fluctuation parameter of the auxiliary system exceeds the preset threshold P2 within a preset time period, the diesel rail vehicle will maintain a low traction mode, and the traction control unit will control the traction system to continue operating at the first traction power P according to the traction characteristic curve. s0 It runs and continues to measure the power of auxiliary inverter 6.

[0091] If the measured power fluctuation parameter of the auxiliary system within a preset time period is not greater than the preset threshold P2, the diesel rail vehicle enters the high traction mode, and the traction control unit controls the traction system power to rise to the second traction power P. s2 Second traction power P s2 It can be determined through the twenty-fifth relation, which includes: .

[0092] At this point, the power utilization rate of the internal combustion power pack 1 can be determined by the twenty-sixth relation, which includes: ; Where η2 is the traction system according to the second traction power P s2 Power utilization rate of internal combustion power pack 1 during operation.

[0093] The traction system operates according to the second traction power P s2 During operation, if the actual load does not exceed the maximum output power of the internal combustion power pack 1, i.e., P s2 With P a0 If the sum is not greater than P0, the diesel rail vehicle will maintain high traction mode, and the traction system will continue to operate at the second traction power P. s2 Operation; if the actual load exceeds the maximum output power of the internal combustion power pack 1, i.e., P s2 With P a0 If the sum is greater than P0, the diesel rail vehicle returns to low traction mode, and the traction system operates according to the first traction power P. s0 run.

[0094] It should be noted that the low traction mode in the above control process refers to the traction system operating at the first traction power, and the high traction mode refers to the traction system operating at the second traction power. From the above control process, it can be seen that P... s3 Greater than P s1 η3 is greater than η1; P s2 Greater than P s0 η2 is greater than η0. In other words, regardless of whether the position of the driver's control handle changes, the traction power of the diesel rail vehicle is improved, and the power utilization rate of the diesel power pack 1 is increased.

[0095] It should also be noted that, under normal circumstances, the auxiliary system has a reserved power P. a Even if the power is greater than the sum of the measured auxiliary system power and the reserved auxiliary equipment power P3, an additional limit can still be imposed on the sum of the measured auxiliary system power and the reserved auxiliary equipment power P3 to make it less than the reserved auxiliary system power P. a This ensures that the power utilization rate of the internal combustion power pack 1 is improved.

[0096] Through the above control process, the traction power of the diesel rail vehicle can be dynamically adjusted according to the changes in the auxiliary system power. When the auxiliary system power increases, the traction power automatically decreases, and when the auxiliary system power is stable, the traction power increases accordingly, thereby improving the traction capacity and passenger carrying capacity of the diesel rail vehicle. At the same time, the power utilization rate of the diesel power pack 1 is improved, the load rate of the diesel power pack 1 is also improved accordingly, and the fuel economy is improved. In addition, the above control process avoids the power waste caused by reserving too much auxiliary system power and traction load loss power, and also avoids the situation where the diesel power pack 1 is overloaded or even stalled due to the auxiliary equipment being put into operation when the reserved power is too small.

[0097] This invention also provides a load control device for internal combustion engine rail vehicles. Please refer to [reference needed]. Figure 4 , Figure 4 This is a schematic diagram of the structure of a load control device for an internal combustion engine rail vehicle provided by the present invention. The load control device for the internal combustion engine rail vehicle includes: Memory 41 is used to store computer programs; The processor 42 is used to execute computer programs to implement the steps of the load control method for internal combustion rail vehicles as described in the foregoing embodiments.

[0098] For a description of the load control device for diesel rail vehicles provided in this embodiment of the invention, please refer to the aforementioned embodiment of the load control method for diesel rail vehicles. This embodiment of the invention will not be repeated here.

[0099] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor 42, implements the steps of the load control method for an internal combustion rail vehicle as described in the foregoing embodiments.

[0100] For a description of the computer-readable storage medium provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the load control method for internal combustion rail vehicles; the embodiments of the present invention will not be repeated here.

[0101] The various embodiments described in this specification are presented in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. It should also be noted that in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0102] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A load control method for an internal combustion engine rail vehicle, characterized in that, include: Determine the maximum output power of the internal combustion power pack; The first traction power is obtained by subtracting the auxiliary system reserved power and the reserved traction load loss power from the maximum output power, and the traction system is controlled to operate according to the first traction power. Determine the power fluctuation parameters of the auxiliary system; Determine the target power of the auxiliary system and the actual traction load loss power, wherein the target power of the auxiliary system is greater than the measured power of the auxiliary system and less than the reserved power of the auxiliary system, and the actual traction load loss power is not greater than the reserved traction load loss power. When the power fluctuation parameters meet the preset stability conditions, the maximum output power is subtracted from the target power of the auxiliary system and the actual traction load loss power to obtain the second traction power, and the traction system is controlled to operate according to the second traction power.

2. The load control method for internal combustion rail vehicles according to claim 1, characterized in that, After the traction system is controlled to operate according to the second traction power, the load control method for the internal combustion rail vehicle further includes: When the traction system is running at the second traction power, the sum of the second traction power and the measured auxiliary system power is determined; When the sum of the second traction power and the measured auxiliary system power is greater than the maximum output power, the traction system is controlled to switch from the second traction power to the first traction power.

3. The load control method for internal combustion rail vehicles according to claim 1, characterized in that, Determining the maximum output power of the internal combustion power pack includes: The target speed of the internal combustion power pack is determined based on the position of the controller handle. Obtain the pre-established correspondence between the rotational speed and the maximum output power of the internal combustion power pack; Based on the target rotational speed and the corresponding relationship, determine the reference maximum output power corresponding to the target rotational speed; Determine the current operating status parameters of the internal combustion power pack; The maximum output power of the internal combustion power pack is obtained by correcting the reference maximum output power based on the current operating state parameters, at the target speed.

4. The load control method for internal combustion rail vehicles according to claim 3, characterized in that, The current operating status parameters include: The internal combustion power pack includes at least one of the following parameters: engine temperature, ambient temperature, intake pressure, and altitude. The step of correcting the reference maximum output power based on the current operating state parameters to obtain the maximum output power of the internal combustion power unit at the target speed includes: Determine the power correction amount corresponding to each of the current operating state parameters; The overall power correction amount is determined based on each of the aforementioned power correction amounts; The maximum output power of the reference is corrected based on the comprehensive power correction amount to obtain the maximum output power of the internal combustion power pack at the target speed.

5. The load control method for internal combustion rail vehicles according to claim 1, characterized in that, The determination of the power fluctuation parameters of the auxiliary system includes: Determine the measured power of multiple auxiliary systems within a preset time period; The power fluctuation parameters are determined based on the measured power of multiple auxiliary systems. The preset stability condition includes the power fluctuation parameter not being greater than a preset threshold.

6. The load control method for internal combustion rail vehicles according to claim 5, characterized in that, The step of determining the power fluctuation parameter based on the measured power of multiple auxiliary systems includes: According to the acquisition time, the power of the multiple measured auxiliary systems is divided into a first power sequence corresponding to a first time window and a second power sequence corresponding to a second time window, wherein the time length of the first time window is less than the time length of the second time window. A first power fluctuation amount is determined based on the first power sequence, and a second power fluctuation amount is determined based on the second power sequence; The power fluctuation parameter is determined based on the first power fluctuation amount and the second power fluctuation amount.

7. The load control method for internal combustion rail vehicles according to claim 6, characterized in that, Determining the power fluctuation parameter based on the first power fluctuation and the second power fluctuation includes: Determine the absolute value of the difference between the first power fluctuation and the second power fluctuation; The ratio of the absolute value to the sum of the first power fluctuation and the second power fluctuation is determined as the fluctuation difference parameter; Based on the fluctuation difference parameter, determine the first weight corresponding to the first power fluctuation and the second weight corresponding to the second power fluctuation; The power fluctuation parameters are determined based on the first power fluctuation amount, the first weight, the second power fluctuation amount, and the second weight.

8. The load control method for an internal combustion rail vehicle according to any one of claims 1 to 7, characterized in that, Determining the target power of the auxiliary system and the actual traction load loss power includes: Determine the reserved power for auxiliary equipment based on the maximum power of a single auxiliary device; The sum of the measured power of the auxiliary system and the reserved power of the auxiliary equipment is determined as the target power of the auxiliary system; Determine the actual traction load loss power.

9. A load control device for an internal combustion rail vehicle, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the load control method for an internal combustion rail vehicle as described in any one of claims 1 to 8 when executing the computer program.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the load control method for an internal combustion rail vehicle as described in any one of claims 1 to 8.

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