Adhesion control method and system for hybrid locomotive

Abstract

An adhesion control method and system for a hybrid locomotive. The method comprises: acquiring locomotive data and the operating condition of a locomotive (S1); in response to the occurrence of a slipping or sliding tendency under the operating condition of the locomotive, on the basis of a preset comprehensive determination condition, performing determination on the locomotive data, and executing a corresponding power battery charging and discharging strategy, in order to implement an active adhesion suppression mode (S2); on the basis of a preset sanding determination condition, executing a corresponding automatic sanding strategy, in order to activate or deactivate automatic sanding (S3); and in response to the disappearance of the slipping or sliding tendency under the operating condition of the locomotive and to the recovery of a traction force or braking force, on the basis of a preset range determination condition, performing determination on the locomotive data, and executing a corresponding power battery charging and discharging strategy, in order to exit a slipping or sliding suppression mode (S4).

Description

Adhesion control methods and systems for hybrid locomotives

[0001] This application claims priority to Chinese Patent Application No. 202411621823.6, filed with the Chinese Patent Office on November 13, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of automatic sand spreading, for example to a hybrid locomotive adhesion control method and system. Background Technology

[0003] Currently, the main reference indicators for locomotive idling / coasting are the traction motor speed or acceleration, meaning that speed is the primary indicator in most cases. If the adjustment is too sensitive, torque fluctuations will be frequent, the system will be unstable, and the traction force will be affected. If the adjustment is too slow, the torque will decrease significantly, which can easily cause short-term drastic fluctuations in the intermediate DC link voltage, and even lead to overvoltage protection. In other words, the adjustment methods in related technologies cannot meet the requirement of ensuring the stability of the intermediate DC link voltage during the process of triggering adhesion control.

[0004] Some related technologies propose establishing an adhesion control system to dynamically adjust the given torque based on the calculated axle load transfer amount; selecting the axle that first experiences idling as the master control axle (two independent frames); and using a support vector machine to identify the current rail surface state, designing adhesion control parameters for the master and slave control axles separately for different rail surface states. However, during the adhesion control adjustment process, the stability of the intermediate DC link voltage and main generator power is not considered. If severe idling or coasting occurs during the adjustment process, large torque fluctuations can easily occur, potentially even triggering system overvoltage and overcurrent protection, affecting the normal operation of the locomotive.

[0005] Related technologies have also proposed a sand-spreading logic that comprehensively considers the actual operating conditions of locomotives to improve the intelligence of sand-spreading control and reduce manual intervention. However, it does not differentiate the sand-spreading time according to different application scenarios.

[0006] Related technologies also propose using direct reasoning to calculate the adhesion coefficient setting value based on ambient temperature, weather conditions, and track attachment conditions, and then adaptively adjusting the adhesion coefficient to allow the locomotive's maximum traction limit to change in real time with road conditions, aiming to achieve locomotive traction without wheelset slippage. When wheelset slippage cannot be avoided, a nonlinear mathematical model is used to calculate the slippage risk value, integrating multiple individual threshold judgment conditions for traditional wheelset slippage and weighted judgment conditions when none of the individual threshold conditions are met into a whole, achieving comprehensive judgment of multiple factors. However, the control and regulation process does not consider the stability of intermediate DC link voltage and main generator power, and it is not fully applicable to hybrid locomotives. Automatic sand spreading can be achieved in slippage conditions, but frequent starting and stopping of sand spreading in continuous slippage sections can lead to significant changes in adhesion force under poor adhesion conditions, and there is a lack of adaptive adjustment of the automatic sand spreading start time.

[0007] Related technologies also propose connecting the output of the hydrogen fuel cell to the first terminal of a bidirectional DC / DC converter, the second terminal of the bidirectional DC / DC converter to the load and the output of the power battery, the input of the power battery to the charger, and the charger to the load. Segmented control of the front-end voltage of the bidirectional DC / DC converter and the front-end voltage of the load effectively allocates control targets, ensuring the stability of both voltages and avoiding mutual interference. This achieves energy control and balance in the hybrid vehicle system and simplifies the control logic. However, the description of the hybrid vehicle's power, intermediate DC link control, and energy source stability control does not consider adjusting the power battery charging and discharging power under different scenarios while also taking into account the intermediate DC link voltage.

[0008] With the widespread application of new energy locomotives, such as hybrid locomotives, which involve multiple energy sources sharing an intermediate DC link, the control becomes more complex in situations of idling / coasting, and system fluctuations caused by uneven energy distribution are more likely to occur, or even trigger fault protection. Summary of the Invention

[0009] This application proposes a hybrid locomotive adhesion control method, including:

[0010] Acquire locomotive data and locomotive operating conditions;

[0011] In response to the occurrence of idling or coasting trends in the locomotive's operating conditions, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed to perform active adhesion suppression mode.

[0012] Based on the preset sand-spreading judgment conditions, execute the corresponding automatic sand-spreading strategy to activate or deactivate automatic sand-spreading;

[0013] In response to the disappearance of the locomotive's idling or coasting tendency under the operating conditions and the restoration of traction or braking force, the locomotive data is judged according to the preset range judgment conditions and the corresponding power battery charging and discharging strategy is executed to exit the idling or coasting suppression mode.

[0014] In some embodiments, the locomotive data includes: locomotive ground reference speed, allowable creep speed, torque reference, speed limit, torque feedback, speed feedback, power battery SOC, average acceleration per frame, and traction motor speed;

[0015] The locomotive's operating conditions include: traction operating conditions and electric braking operating conditions.

[0016] In some embodiments, in response to the occurrence of idling trend under the operating conditions of the locomotive, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include:

[0017] An idling trend has emerged;

[0018] When the average acceleration of each rack exceeds the threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to idling is entered.

[0019] The power battery charging and discharging strategy is as follows:

[0020] In response to the fact that the power battery was in a charging state before idling, the power battery is adjusted to a charging-only state.

[0021] In response to the fact that the power battery is in a discharged state before idling, the power battery will be reduced from the discharged state to the discharge power equal to 0 during the idling trend suppression phase, or the power battery will be adjusted from the no-charge and no-discharge state to the charging state when the idling trend cannot be suppressed.

[0022] In some embodiments, in response to the occurrence of a coasting trend under the operating conditions of the locomotive, the step of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode further includes:

[0023] A sliding trend has emerged;

[0024] When the average acceleration in the locomotive data is below a threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to coasting is entered.

[0025] The power battery charging and discharging strategy is as follows:

[0026] In response to the traction motor speed being lower than the creep allowable speed, the power battery enters a discharge-only state.

[0027] In some embodiments, the step of executing a corresponding automatic sand-spreading strategy and activating or deactivating automatic sand-spreading according to preset sand-spreading judgment conditions includes:

[0028] Automatic sand spreading is activated in response to the fulfillment of the preset sand spreading judgment conditions;

[0029] Open the sand solenoid valve and execute the minimum sand spreading time X seconds for opening the sand solenoid valve;

[0030] If automatic sand spreading is not reactivated within X seconds, the minimum sand spreading time is set back to X seconds.

[0031] In response to the repeated activation of automatic sand spreading within X seconds, the minimum sand spreading time is increased from X seconds to Y seconds;

[0032] If automatic sand spreading is reactivated within Z seconds after the minimum sand spreading time Y seconds has elapsed, the minimum sand spreading time Y seconds will be increased at this time, up to 3Y seconds.

[0033] If the preset sand-spreading judgment condition is not met, automatic sand-spreading will be turned off, and the minimum sand-spreading time will be restored to X seconds within W minutes.

[0034] In some embodiments, the preset sand-spreading judgment conditions are: the traction gear is greater than N, the power feedback is less than a preset percentage of the power reference value, the torque feedback is less than a preset percentage of the torque reference value, the maximum speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion suppression state.

[0035] In some embodiments, the step of responding to the disappearance of the idling trend under the locomotive's operating conditions and the recovery of traction, and then determining the locomotive data according to preset range judgment conditions and executing the corresponding power battery charging and discharging strategy includes:

[0036] In response to the disappearance of the locomotive's idling tendency under operating conditions, the traction force is restored;

[0037] Adjust the power battery from a charging state to a discharging state;

[0038] In response to the presence of an idling tendency and the fact that the rotational speed of the traction motor does not exceed the creep allowable speed, the torque is restored to the first load rate.

[0039] In response to the failure to trigger active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it will recover to the third torque with a second slope;

[0040] In response to the triggering of active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it first recovers to the second torque with a first loading rate. When no idling trend occurs after maintaining the preset time, it recovers to the first torque with a second slope.

[0041] In some embodiments, the step of responding to the disappearance of the coasting trend under the locomotive's operating conditions and the restoration of electric braking force, and then determining the locomotive data according to preset range judgment conditions and executing the corresponding power battery charging and discharging strategy includes:

[0042] When the locomotive's idling tendency disappears under operating conditions, the electric braking force is restored;

[0043] The power battery was changed from a state of only discharging and not charging to a state of only charging and not discharging.

[0044] In some embodiments, the step of exiting the idle or coasting suppression mode includes:

[0045] If the power battery SOC range is 20% < SOC < 80%, then exit the idling or coasting suppression mode;

[0046] In response to the range of SOC of the power battery, if SOC>80%, the power battery will be adjusted to discharge only and not charge until SOC<70%, at which point it will exit the idling or coasting suppression mode.

[0047] If the SOC of the power battery is less than 20%, the power battery will be adjusted to charge only and not discharge until the SOC is greater than 30%, at which point it will exit the idling or coasting suppression mode.

[0048] This application proposes an apparatus for applying a hybrid locomotive adhesion control method, comprising: a diesel engine, a main generator, a rectifier, a chopper discharge device, a traction inverter, a traction motor, a bidirectional DC converter, a power battery, an auxiliary converter module, and an auxiliary inverter system.

[0049] The diesel engine is connected in series with the main generator, and the output of the main generator is divided into two paths, which are respectively connected to each rectifier.

[0050] The rectifier is connected in series with the chopper discharge device, and the chopper discharge device is connected in parallel with the bidirectional DC, inverter module and auxiliary converter module;

[0051] The bidirectional DC converter is directly connected to the power battery, the inverter module is connected to multiple traction motors, and the auxiliary converter module is connected to the auxiliary inverter system.

[0052] This application has at least the following technical effects:

[0053] This application proposes a hybrid locomotive adhesion control method and system. The method includes: acquiring locomotive data and locomotive operating conditions; responding to the occurrence of idling or coasting tendencies in the locomotive's operating conditions, judging the locomotive data according to preset comprehensive judgment conditions and executing a corresponding power battery charging and discharging strategy to perform an active adhesion suppression mode; executing a corresponding automatic sand spreading strategy according to preset sand spreading judgment conditions, activating or deactivating automatic sand spreading; responding to the disappearance of idling or coasting tendencies in the locomotive's operating conditions and the recovery of traction or braking force, judging the locomotive data according to preset range judgment conditions and executing a corresponding power battery charging and discharging strategy to exit the idling or coasting suppression mode.

[0054] This application obtains the locomotive's ground reference speed and sets a variable creep allowable speed based on the power battery's SOC. When the microcomputer system determines that there is a tendency for slippage / coasting, based on the original traction motor speed as the main reference quantity, it achieves smooth and rapid adhesion control by judging the power battery's charging and discharging power and taking into account the intermediate DC link voltage under different scenarios. This reduces system fluctuations and fault protection situations after slippage / coasting occur in hybrid locomotives, and improves the stability of the locomotive. Attached Figure Description

[0055] Figure 1 is a flowchart of a hybrid locomotive adhesion control method provided in this application;

[0056] Figure 2 is a flowchart of the active adhesion (idle) suppression control strategy under traction conditions of an embodiment of the adhesion control method for a hybrid locomotive provided in this application;

[0057] Figure 3 is a flowchart of the active adhesion (slippage) suppression control strategy under electric braking conditions in an embodiment of the adhesion control method for a hybrid locomotive provided in this application.

[0058] Figure 4 is a flowchart of active adhesion traction / electric braking suppression exit of an embodiment of a hybrid locomotive adhesion control method provided in this application;

[0059] Figure 5 is an automatic sand-spreading control flowchart of an embodiment of a hybrid locomotive adhesion control method provided in this application;

[0060] Figure 6 is an electrical topology diagram of a hybrid locomotive with an adhesion control system provided in this application.

[0061] Figure 7 is a structural schematic diagram of an embodiment of the computer device provided in this application;

[0062] Figure 8 is a schematic diagram of an embodiment of the computer-readable storage medium provided in this application. Detailed Implementation

[0063] It should be noted that all uses of "first" and "second" in the embodiments of this application are for the purpose of distinguishing two entities or parameters with the same name but different names. It is clear that "first" and "second" are only for the convenience of expression and should not be construed as limiting the embodiments of this application. Subsequent embodiments will not explain this in detail.

[0064] This application proposes a hybrid locomotive adhesion control method, as shown in Figure 1, including:

[0065] Acquire locomotive data and locomotive operating conditions;

[0066] In response to the occurrence of idling or coasting trends in the locomotive's operating conditions, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed to perform active adhesion suppression mode.

[0067] Based on the preset sand-spreading judgment conditions, execute the corresponding automatic sand-spreading strategy to activate or deactivate automatic sand-spreading;

[0068] In response to the disappearance of the locomotive's idling or coasting tendency under the operating conditions and the restoration of traction or braking force, the locomotive data is judged according to the preset range judgment conditions and the corresponding power battery charging and discharging strategy is executed to exit the idling or coasting suppression mode.

[0069] This application sets a variable creep allowable speed based on the power battery's state of charge (SOC) by obtaining the locomotive's ground reference speed. When the microcomputer system determines that there is a tendency for slippage / coasting, it achieves smooth and rapid adhesion control by adjusting the power battery's charging and discharging power and considering the intermediate DC link voltage under different scenarios, in addition to the original traction motor speed as the main reference quantity. This reduces system fluctuations and fault protection situations caused by slippage / coasting in hybrid locomotives, thus improving the locomotive's stability. This application also adaptively adjusts the automatic sand-spreading activation time when continuous slippage occurs, and is applicable to the energy change characteristics of both locomotives and hybrid locomotives during slippage, taking into account factors such as gear position, power, and torque.

[0070] Direct current (DC) has very high voltage stability because it is a fixed-level current. When the DC power supply voltage is stable, the output voltage will not fluctuate significantly. This ensures a continuous and stable power supply for the locomotive during operation, thereby reducing operational instability caused by voltage fluctuations. The stability of DC voltage helps protect the locomotive's electrical system from damage caused by voltage fluctuations. A stable power supply can reduce the failure rate of electrical components and improve the reliability and lifespan of the system.

[0071] The primary function of adhesion control is to optimize the utilization of adhesion force, enabling locomotives to operate safely and smoothly. By precisely controlling the adhesion force between the wheel and rail, wheel spin or slippage can be suppressed, reducing safety risks such as wheel-rail abrasion and derailment. Precise control of the locomotive's adhesion force allows for the maximum acquisition of traction or braking force, ensuring the full utilization of the locomotive's traction or braking power, reducing unnecessary energy loss, and improving energy efficiency. Suppressing wheel spin or slippage reduces mechanical wear between the wheel and rail, extending the service life of the locomotive and track, and lowering maintenance costs. The system can predict the optimal adhesion point under current operating conditions in real time and adjust the locomotive's performance according to changes in rail surface conditions, maintaining stable operating performance under different rail surface conditions. This allows the locomotive to better cope with complex operating environments, such as slopes and curves, improving operating efficiency and safety.

[0072] In some embodiments, the locomotive data includes: locomotive ground reference speed, allowable creep speed, torque reference, speed limit, torque feedback, speed feedback, power battery SOC, average acceleration per frame, and traction motor speed;

[0073] The locomotive's operating conditions include: traction operating conditions and electric braking operating conditions.

[0074] This application proposes several methods to obtain the locomotive's reference speed, enabling the setting of the permissible creep speed based on the variable SOC state of the power battery. The methods are as follows:

[0075] When the locomotive is loaded, the TCMS sends torque references and speed limits to each converter, and the converters provide torque and speed feedback to the TCMS. Torque limiting takes effect during normal gear changes; speed limiting takes effect when wheels slip or other situations prevent the rated power or torque from being reached. The TCMS sends a speed limit value (TxN±dN) to each traction converter, where TxN is the traction motor speed of each frame based on a reference speed conversion, and dN is a percentage of the absolute value of the locomotive's ground reference speed. The locomotive can collect radar speed, or, if the locomotive has non-powered axles, the speed of the non-powered axles. If neither of these is available, the locomotive's traction motor speed is used to calculate a relatively stable ground reference speed in real time through algorithm processing. This patent describes the locomotive using radar speed as the reference speed. The locomotive's TCMS collects radar speed, and under the premise that the radar speed is valid (i.e., the radar is fault-free and the radar speed is greater than the minimum acceptance threshold speed), the entire vehicle uses the radar speed as the ground reference speed. In traction mode, the value of TxN + dN is positive when moving forward and negative when moving in the opposite direction. In electric braking mode, the value of (TxN - dN) is positive when moving forward and negative when moving in the opposite direction (-TxN + dN). A suitable tendency for the locomotive to slip will help to maximize traction. At this time, the locomotive is in a creeping state. The locomotive's creep speed reference = locomotive-to-ground reference speed (±TxN) + allowable creep speed (±dN). The allowable creep speed = ground reference speed * X%. The value of X is a variable value in hybrid locomotives. Since active smooth suppression of slip / coasting can be achieved through the rapid and stable charging and discharging power conversion of the power battery and bidirectional DC, while also taking into account the intermediate DC link voltage, the allowable creep speed can be appropriately increased when the power battery SOC is between 20% and 80% and the power battery has a charge and discharge margin. X is a constant A. For other SOC ranges, X is a constant B, and A is greater than B.

[0076] Creep is a phenomenon where a locomotive slides due to insufficient friction between the tires and the ground during operation. Excessive creep speed can lead to instability and even traffic accidents. By setting a creep allowable speed based on the state of charge (SOC), the creep speed can be precisely controlled according to the actual conditions of the locomotive and the battery status, thereby improving the locomotive's stability.

[0077] Dynamically adjusting the creep speed based on the battery's State of Charge (SOC) ensures optimal power output for the locomotive at different battery charge levels. When the SOC is high, a higher creep speed can be set to fully utilize the remaining battery charge; conversely, when the SOC is low, the creep speed is reduced to minimize excessive battery consumption, thus protecting the battery and extending its lifespan. Dynamic adjustment of the creep speed also allows for more precise power distribution. For example, during start-up or acceleration, the creep speed can be appropriately increased to quickly respond to the driver's power demands; while during constant speed travel or deceleration, the creep speed is reduced to minimize unnecessary power consumption.

[0078] Based on a variable SOC (State of Charge) creep allowable speed setting, power output can be precisely controlled according to the remaining battery charge and the actual needs of the locomotive, reducing unnecessary energy waste and improving the locomotive's energy efficiency. By optimizing power distribution and reducing energy waste, the variable SOC creep allowable speed setting can also help extend the locomotive's driving range.

[0079] In some embodiments, referring to Figure 2, in response to the occurrence of idling trend under the locomotive's operating conditions, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include:

[0080] An idling trend has emerged;

[0081] When the average acceleration of each rack exceeds the threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to idling is entered.

[0082] The power battery charging and discharging strategy is as follows:

[0083] In response to the fact that the power battery was in a charging state before idling, the power battery is adjusted to a charging-only state.

[0084] In response to the fact that the power battery is in a discharged state before idling, the power battery will be reduced from the discharged state to the discharge power equal to 0 during the idling trend suppression phase, or the power battery will be adjusted from the no-charge and no-discharge state to the charging state when the idling trend cannot be suppressed.

[0085] This application proposes a strategy that, upon entering the active adhesion suppression mode under traction conditions, ignores the original SOC-based power battery charge and discharge control strategy. Instead, it implements a strategy of charging only, discharging only, replenishing only, replenishing only, and discharging only for replenishment, based on the power battery's charge and discharge state before entering the traction condition. When active adhesion suppression is achieved through power battery discharge under traction conditions, the rate of change of discharge power varies with the intermediate DC link voltage and the difference between the DC and protection voltages, suppressing system instability caused by drastic changes in discharge power. When adhesion control is achieved through power battery charging under traction conditions, the system enters a idling tendency when the creep speed is below the allowable speed. During the stable suppression phase, the charging power of the power battery increases at a fixed slope. When adhesion control is achieved through power battery charging control under traction conditions, the diesel engine power remains constant when the creep allowable speed is exceeded, employing a main engine weak excitation regulation rate and a strong DC / DC regulation control strategy. When adhesion control is achieved through power battery charging control under traction conditions, when the creep allowable speed is exceeded, a charging control state that considers the intermediate DC link voltage is entered. The charging power increases with the increase of the intermediate DC link voltage to prevent overvoltage caused by a sudden voltage surge due to excessively rapid torque reduction, as shown in the following example:

[0086] Under traction conditions, a suitable tendency for idling will help to maximize traction. Below the permissible creep speed, a sudden increase in traction motor speed or a speed difference between the two traction motors will not affect traction. Only when the average acceleration of each frame exceeds a certain threshold, and the corresponding frame's power battery SOC is within the 10%-90% usable range with no faults and the DC / DC converter is fault-free, will the locomotive enter an active adhesion (idling) suppression mode. In this mode, while maintaining the traction gear, the current diesel engine power output value is kept constant, and the power battery's existing charging and discharging strategy based on SOC is abandoned, and adjusted to:

[0087] 1) If the battery is in a charging state before idling, the charging control of the power battery is adjusted by DC / DC.

[0088] 2) If the machine is in a discharging state before idling, it will enter the discharging state according to the degree of idling -> the discharge power is 0 or neither charging nor discharging -> it will switch to the charging state.

[0089] Specifically, regarding 1) if the battery is in a charging state before idling, the following explanation is provided regarding the DC / DC regulation of the power battery charging control:

[0090] Assuming the power battery is in a charging state or initially in a charging state, in this state, the diesel engine excitation maintains two indicators: diesel engine power and voltage. The power battery maintains the lower limit voltage U3 through bidirectional DC. When an idling trend appears, it enters the idling trend stabilization and suppression stage, recording the current front frame torque output value, the first torque Tq1. When the intermediate DC link voltage changes between Un and U+n, the power battery charging power increases with a fixed slope K. At this time, the increase in power battery charging power equals the decrease in traction power. If the traction motor speed exceeds the creep allowable speed or the intermediate DC link voltage exceeds the range of U+n and Un, the fixed slope charging mode will be exited. At the same time, the front frame torque output value, the second torque Tq2, before exceeding the creep allowable speed is recorded. At this time, the power battery and DC / DC regulation take the lead, slowing down the diesel engine control main generator excitation regulation rate to prevent intermediate DC link voltage fluctuations caused by simultaneous regulation of the diesel engine and power battery. It enters a charging control state that takes into account the intermediate DC link voltage. After exceeding the creep allowable speed, the torque drops rapidly, and the intermediate DC link voltage rises sharply. P2 = P1 - K(U1 + NU), where P1 is the maximum charging value of the power battery, P2 is the current charging value of the power battery, U is the current real-time intermediate DC link voltage value, U1 + N is the upper limit voltage setting value of charging power, and U1 + N < the protection value of the intermediate DC link voltage of the front frame, and K is the charging adjustment coefficient. When U >= U1 + N, the power battery is charged at the maximum power. That is, during this process, the charging power of the power battery increases with the increase of the intermediate DC link voltage. If the intermediate DC link voltage continues to increase, the voltage is suppressed by adjusting the braking chopper. Conversely, during the drop in the intermediate DC link voltage, if the idling trend does not disappear, the current charging power remains unchanged. The charging power will not decrease with the decrease in intermediate voltage to prevent the reduction in charging power from being converted into traction power, which would cause torque fluctuations and exacerbate the idling trend. If the idling trend disappears, the charging power decreases with the decrease in intermediate DC link voltage. During the drop in intermediate DC link voltage, if the intermediate DC link voltage is less than the minimum charging voltage line U3 controlled by the DC / DC converter of the power battery, the power battery charging power will decrease to 0. However, the power battery will not immediately switch to a discharging state to prevent power fluctuations caused by system fluctuations during the charge-discharge transition. At the same time, under traction conditions, if the average acceleration of the front frame does not exceed the threshold to trigger active adhesion, but the traction motor speed directly exceeds the creep allowable speed, the front frame torque output value before the ultra-high creep allowable speed, the third torque Tq3, is recorded.

[0091] Specifically, regarding 2) if the idling process is in a discharging state, the following explanation is given based on the degree of idling: -> discharge power is 0 or neither charging nor discharging -> transition to charging state:

[0092] Assume that the power battery is in the discharging state, the target power of the diesel engine is P_diesel, the target voltage of the diesel engine is U1, the target voltage of the power battery is U2, and the intermediate DC link voltage U is detected in real time. When U2 <= U <= U1, assume that the front frame shows a tendency to idle at this time, then enter the idle trend stable suppression stage, record the current front frame torque output value, the first torque Tq1. When the intermediate DC link voltage U < (intermediate DC link voltage protection value - N), where N is a constant, the discharging power of the power battery can be reduced at a slope of K. If the intermediate DC link voltage U > (intermediate DC link voltage protection value - N), the slope is the first slope K1 and the first slope K1 < K to prevent the discharging power of the power battery from decreasing too fast, resulting in too fast reduction of the front frame torque, until the discharging power of the front frame power battery is reduced to 0. During this process, if the intermediate DC link voltage U - N > the voltage target value U2 of DC / DC1 due to torque reduction, where N is a constant, the power battery will not switch to the charging mode to prevent system fluctuations caused by frequent charge-discharge conversion due to voltage mutation. If the traction motor speed exceeds the creep allowable speed during this process, record the front frame torque value at the previous moment, the second torque Tq2. If the discharging power of the front frame power battery is reduced to 0, the power battery remains in a non-charging and non-discharging state. If the idle trend still cannot be suppressed after maintaining for a certain time, then DC / DC1 controls the power battery to enter the charging state.

[0093] Power battery charge-discharge strategy:

[0094] Under traction conditions, the locomotive needs sufficient power to overcome resistance and accelerate. The power battery charge-discharge strategy can precisely adjust the power output and avoid unnecessary energy waste.

[0095] Under traction conditions, if the battery is in a high-load state for a long time, it may cause overcharging or over-discharging of the battery, thereby damaging the performance and lifespan of the battery. Monitor the SOC state of the battery and adjust the charge-discharge process when necessary to prevent overcharging or over-discharging of the battery. By precisely controlling the charge-discharge process of the power battery, it can ensure that the locomotive operates in the best state under traction conditions, thereby improving the traction efficiency.

[0096] In some embodiments, please refer to FIG. 3. In response to the occurrence of a sliding trend under the working conditions of the locomotive, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charge-discharge strategy is executed. The steps of entering the active adhesion suppression mode further include:

[0097] The sliding trend appears;

[0098] In response to the average acceleration in the locomotive data being lower than the threshold, the range of the power battery SOC being 10% - 90%, and DC / DC having no fault, execute the corresponding power battery charge-discharge strategy and enter the active adhesion suppression mode corresponding to the sliding;

[0099] The power battery charging and discharging strategy is as follows:

[0100] In response to the traction motor speed being lower than the creep allowable speed, the power battery enters a discharge-only state.

[0101] This application proposes a discharge-only control strategy for the power battery under electric braking conditions, when there is a tendency to coast or the traction motor speed is lower than the creep-permissible speed, triggering a reduction in braking torque. For example, as follows:

[0102] When the locomotive is under electric braking conditions, below the permissible creep speed, a sudden drop in traction motor speed or a speed difference between the two traction motors does not affect the braking force. Only when the average acceleration of the corresponding frame is below a certain threshold, and the power battery of that frame is engaged and its SOC is within the 10%-90% usable range, and the DC / DC converter is fault-free, will it enter active coasting suppression mode. When there is a tendency to coast or the traction motor speed drops below the permissible creep speed, triggering a reduction in braking torque, the power battery enters a discharge-only phase, where U1 is the DC / DC1. The target voltage values ​​are: U2 is the intermediate DC link voltage currently collected by the microcomputer, U3 is the highest voltage of the braking chopper, and U4 is the lowest voltage of the diesel engine under electric braking conditions. U1 is the largest and U4 is the smallest. At this time, the intermediate DC link voltage is raised to (U3-N) by discharging the power battery, where N is a constant. This strategy prevents the bus undervoltage caused by a sudden drop in intermediate DC link voltage due to a rapid decrease in electric braking force. In addition, U3-N>U4 throughout the process, preventing system fluctuations caused by switching between the two energy sources of the power battery and the diesel engine.

[0103] In electric braking mode, the locomotive converts kinetic energy into electrical energy through the reverse action of the electric motor, which is then stored in the power battery. At this time, employing a power battery charge / discharge control strategy maximizes the recovery of braking energy and improves energy recovery efficiency. This not only extends the driving range of the power battery but also reduces energy loss during braking, improving the overall energy efficiency of the locomotive. Active adhesion suppression mode optimizes the adhesion between the wheels and the track (or road surface) to improve braking performance and ensure stable braking force output. By precisely controlling the charging and discharging process of the power battery, precise adjustment of braking force can be achieved, improving the response speed and stability of the braking system. This helps to shorten braking distance and enhance locomotive safety.

[0104] In some embodiments, referring to Figure 5, the step of executing the corresponding automatic sand-spreading strategy according to the preset sand-spreading judgment conditions, and activating or deactivating automatic sand-spreading, includes:

[0105] Automatic sand spreading is activated in response to the fulfillment of the preset sand spreading judgment conditions;

[0106] Open the sand solenoid valve and execute the minimum sand spreading time X seconds for opening the sand solenoid valve;

[0107] If automatic sand spreading is not reactivated within X seconds, the minimum sand spreading time is set back to X seconds.

[0108] In response to the repeated activation of automatic sand spreading within X seconds, the minimum sand spreading time is increased from X seconds to Y seconds;

[0109] If automatic sand spreading is reactivated within Z seconds after the minimum sand spreading time Y seconds has elapsed, the minimum sand spreading time Y seconds will be increased at this time, up to 3Y seconds.

[0110] If the preset sand-spreading judgment condition is not met, automatic sand-spreading will be turned off, and the minimum sand-spreading time will be restored to X seconds within W minutes.

[0111] This application proposes an adaptive sand-spreading control strategy with variable sand-spreading time based on idling trend determination, as follows:

[0112] Each time an automatic sand-spreading request is activated, TCMS will enforce a minimum sand valve opening time of X seconds. If an automatic sand-spreading request is repeated within X seconds, the minimum sand-spreading time will increase from X seconds to Y seconds, where Y > X. During these Y seconds, the sand-spreading on / off state remains unchanged regardless of the automatic sand-spreading request status. If the minimum hold time expires and the automatic sand-spreading request is reactivated within Z seconds, the minimum sand-spreading time will be increased by another Y seconds, up to a maximum of 3Y seconds. When the automatic sand-spreading request is turned off and there are no additional automatic sand-spreading requests, the minimum hold time will slowly decay over W minutes until the minimum sand-spreading time returns to X seconds.

[0113] Sanding can significantly improve the contact condition between wheels and rails. For example, in rainy or snowy weather, or when there is oil on the wheel and rail surfaces, sanding can effectively increase the adhesion coefficient between the wheels and rails, preventing wheel slippage or wheel spin, thus ensuring that the locomotive's traction and braking forces are fully utilized. Under traction conditions, proper application of sanding can optimize the locomotive's traction performance, enabling the locomotive to travel more stably and efficiently. Under braking conditions, sanding can increase the friction between the wheels and rails, thereby shortening the braking distance and improving the locomotive's braking efficiency.

[0114] In some embodiments, please refer to Figure 5. The preset sand-spreading judgment conditions are: the traction gear is greater than N, the power feedback is less than a preset percentage of the power reference value, the torque feedback is less than a preset percentage of the torque reference value, the maximum speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion suppression state.

[0115] Automatic sand-spreading activation strategy: The sand-spreading of each aircraft can be controlled independently. The automatic sand-spreading control strategy is as follows:

[0116] 1) The power feedback of a rack is less than a certain percentage of the rack's power reference value;

[0117] 2) The torque feedback of this frame is less than a certain percentage of the frame's torque reference value;

[0118] 3) Traction gear > N;

[0119] If the above three conditions are met and the maximum speed of the traction motor is detected to be greater than the allowable creep speed, the TCMS will activate the automatic sand spreading control.

[0120] Alternatively, when the traction gear is greater than N and the power battery enters the adhesion suppression state, the TCMS activates automatic sand spreading control.

[0121] The initial sand-spreading time for all automatic sand-spreading systems is X seconds.

[0122] Automatic sand application shutdown strategy: When the power feedback value of the frame is greater than a certain percentage of the power reference value, or the torque feedback value is greater than a certain percentage of the torque reference value, or the adhesion suppression state is exited, or when it is detected that the speed of all wheels is less than the creep allowable speed for a period of time, the automatic sand application will request to be turned off.

[0123] In some embodiments, referring to Figure 2, the step of determining the locomotive data and executing the corresponding power battery charging and discharging strategy according to preset range judgment conditions in response to the disappearance of the idling trend under the locomotive's operating conditions and the recovery of traction includes:

[0124] In response to the disappearance of the locomotive's idling tendency under operating conditions, the traction force is restored;

[0125] Adjust the power battery from a charging state to a discharging state;

[0126] In response to the presence of an idling tendency and the fact that the rotational speed of the traction motor does not exceed the creep allowable speed, the torque is restored to the first load rate.

[0127] In response to the failure to trigger active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it will recover to the third torque with a second slope;

[0128] In response to the triggering of active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it first recovers to the second torque with a first loading rate. When no idling trend occurs after maintaining the preset time, it recovers to the first torque with a second slope.

[0129] This application proposes an adaptive traction load rate recovery control strategy under traction conditions, based on different adhesion triggering conditions. Under traction conditions, for sections with continuous slippage, the traction force corresponding to the current maximum adhesion coefficient can be quickly located through active adhesion adjustment within the creep allowable speed range. For example:

[0130] After the idling trend disappears, the traction recovery process begins. At this time, the current power output value of the diesel engine is maintained. If the power battery 1 is in a charging state at this time, the bidirectional DC / DC1 is controlled to switch the power battery from the charging state to the discharging state. The energy converted in this process is converted into the front frame traction torque. During traction recovery, three scenarios are considered: 1) If the torque reduction is due to a tendency to slip but does not exceed the allowable creep speed, the torque is restored to the first torque Tq1 using the first slope K1 loading rate and maintained for a period of time; 2) If active adhesion suppression is not triggered and the traction motor speed directly exceeds the allowable creep speed, resulting in a torque reduction, the torque is restored to the third torque Tq3 using the second slope K2 and maintained for a certain period of time; 3) If both active adhesion suppression and creep speed are triggered, resulting in a reduction in traction torque, the torque is first restored to the second torque Tq2 using the first slope K1 loading rate, with the second torque Tq2 assumed to be the traction force corresponding to the maximum adhesion coefficient. This is maintained for a period of time. If no slippage trend appears, the torque is then restored to the first torque Tq1 using the second slope K2 loading rate and maintained for a certain period of time. The torque loading rate of the first slope K1 > the second slope K2. In the past, during locomotive adhesion control, it was difficult to determine the traction force corresponding to the maximum adhesion coefficient in cases of continuous slippage. Usually, the torque value is based on the torque value when slippage reappears during traction recovery after the slippage disappears. The determination strategy in this patent is that when the active adhesion suppression is in effect, and the traction force is reduced smoothly through the rapid energy conversion of the power battery, if the speed of the traction motor still exceeds the creep allowable speed, triggering more severe idling, then the torque Tq2 at this time can be determined as the torque corresponding to the maximum adhesion system. Compared with the previous determination strategy, this significantly shortens the time for determining the traction force corresponding to the maximum adhesion coefficient and improves the traction force output under idling conditions.

[0131] It can adjust the traction load rate according to real-time conditions, and respond quickly to changes in the environment or load, thereby improving dynamic response capabilities. It can maintain a more stable operating state, reducing fluctuations caused by load changes or external interference, and improving the overall system stability. It monitors the load in real time and adjusts the traction load rate when necessary to prevent system overload, thus avoiding potential safety hazards. It can adjust the traction load rate according to the load conditions, enabling the system to operate more efficiently, thereby reducing energy waste and improving energy utilization efficiency.

[0132] In some embodiments, referring to Figure 3, the step of determining the locomotive data and executing the corresponding power battery charging and discharging strategy according to preset range judgment conditions in response to the disappearance of the coasting trend under the locomotive's operating conditions and the recovery of electric braking force includes:

[0133] When the locomotive's idling tendency disappears under operating conditions, the electric braking force is restored;

[0134] The power battery was changed from a state of only discharging and not charging to a state of only charging and not discharging.

[0135] This application proposes a rapid switching to a charge-only control strategy for the power battery when the coasting trend ends and the electric braking force is restored under electric braking conditions; for example, as follows:

[0136] When the coasting trend ends and the electric braking force recovers, the power battery quickly switches to charging mode to prevent system overvoltage caused by rapid recovery of electric braking force. The control strategy is P2 = P1 - K(U1 - N - U2), where K is the charging adjustment coefficient, P1 is the upper limit of charging power, and P2 is the current real-time charging power. When U2 >= U1 - N, then P2 = P1. That is, the charging power increases with the increase of the intermediate DC link voltage, and conversely, the charging power decreases with the decrease of the intermediate DC link voltage. If the voltage continues to increase after exceeding the maximum charging power, then the braking chopper is activated again to adjust the intermediate DC link voltage.

[0137] According to the control strategy, the magnitude and distribution of electric braking force are adjusted to maximize the recovery of braking energy, improve the response speed and stability of the power battery, and enhance the safety of the vehicle.

[0138] In some embodiments, referring to Figure 4, the steps of exiting the idle or coasting suppression mode include:

[0139] If the power battery SOC range is 20% < SOC < 80%, then exit the idling or coasting suppression mode;

[0140] In response to the range of SOC of the power battery, if SOC>80%, the power battery will be adjusted to discharge only and not charge until SOC<70%, at which point it will exit the idling or coasting suppression mode.

[0141] If the SOC of the power battery is less than 20%, the power battery will be adjusted to charge only and not discharge until the SOC is greater than 30%, at which point it will exit the idling or coasting suppression mode.

[0142] This application proposes that after the idling / coasting tendency disappears, a full charge operation should be performed according to the state of charge (SOC) of the power battery, and the idling / coasting suppression state can only be completely exited when the SOC meets the requirements; for example, as follows:

[0143] When the idling / sliding trend disappears and the traction force / braking force is restored, if the state of charge (SOC) of the power battery satisfies 20% < SOC < 80%, the power battery and the bidirectional DC directly exit the idling / sliding suppression mode; when SOC > 80%, the power battery enters the state of only discharging and not charging. When the SOC drops below 70% through discharging, the power battery and the bidirectional DC / DC directly exit the idling / sliding suppression mode; when SOC < 20%, the power battery enters the state of only charging and not discharging. When the SOC exceeds 30% through charging, the power battery and the bidirectional DC / DC exit the idling / sliding suppression mode. If the adhesion control is triggered again during the restoration of the traction force / braking force, it is adjusted according to the above control strategy.

[0144] In the idling or sliding suppression mode, the locomotive maintains a certain power output to maintain the vehicle speed or prevent sliding. The locomotive can adjust the power output according to the actual driving conditions to avoid unnecessary energy waste. The idling or sliding suppression mode will limit the braking performance of the locomotive. The braking system of the locomotive can work more freely, improving the braking effect and safety.

[0145] The present application proposes a device for applying a hybrid locomotive adhesion control method. Referring to FIG. 6, it includes: a diesel engine, a main generator, a rectifier device, a chopper discharge device, a traction inverter, a traction motor, a bidirectional DC, a power battery, an auxiliary converter module, and an auxiliary inverter system;

[0146] The diesel engine is connected in series with the main generator. The output end of the main generator is divided into two paths, respectively connected to each rectifier device;

[0147] The rectifier device is connected in series with the chopper discharge device. The chopper discharge device is connected in parallel with the bidirectional DC, the inverter module, and the auxiliary converter module;

[0148] The bidirectional DC is directly connected to the power battery. The inverter module is connected to multiple traction motors. The auxiliary converter module is connected to the auxiliary inverter system.

[0149] The microcomputer control system of the hybrid locomotive in the present application realizes the variable creep allowance speed based on the SOC of the power battery by obtaining the locomotive's ground reference speed setting. When the microcomputer system determines that there is an idling / sliding trend, it ignores the original power battery charge and discharge strategy based on SOC, and comprehensively determines according to conditions such as traction / electric braking conditions, whether it exceeds / falls below the creep allowance speed, and taking into account the intermediate DC link voltage. Different main generator excitation and power battery charge and discharge strategies are used to suppress the idling / sliding. During this process, the traction force corresponding to the maximum adhesion coefficient under the current idling trend can be quickly located, and an adaptive sanding control strategy is determined according to situations such as short-term idling and continuous idling, realizing precise and stable adhesion control of the hybrid locomotive.

[0150] Taking a hybrid locomotive with a frame control structure as an example, the electrical topology diagram of the hybrid locomotive in Figure 1 shows the following components: diesel engine, main generator, main rectifier, intermediate DC circuit, chopper discharge device, main drive system (traction converter and traction motor), bidirectional DC circuit and power battery, auxiliary converter, and auxiliary drive system. The chopper discharge device mainly consists of an IGBT chopper module connected in series with a braking resistor. The locomotive's TCMS controls the start and stop of the chopper discharge device. Therefore, the chopper device only operates when the voltage increase trend in the intermediate DC circuit becomes uncontrollable, serving as overvoltage protection and rapid discharge. Taking the locomotive's first circuit as an example, after the generator starts working, the AC power is converted to DC power through the main generator rectifier. The locomotive has two intermediate DC circuits. The first DC power output is to the main drive system and auxiliary converter. The power battery is connected in parallel to the intermediate DC circuit through the bidirectional DC voltage regulation control. Depending on the overall vehicle control requirements, the power battery can serve as both a power source and a charging device.

[0151] The basic design principle is as follows: Based on the energy flow characteristics of hybrid locomotives, P diesel engine + P power battery = P traction converter + P auxiliary system. Both the P power battery and P traction converter have bidirectional energy flow. When the locomotive exhibits a tendency to idle under traction conditions, the locomotive gear remains unchanged, the diesel engine power remains constant, and the power consumption of the auxiliary equipment does not change abruptly. Under the requirements of the TCMS vehicle control system, and while maintaining a stable intermediate DC link voltage, the P power battery can achieve rapid switching between charging and discharging power, thereby indirectly achieving smooth and rapid adjustment of the corresponding frame's power input. This transforms the original passive torque regulation based on the variable speed of the traction motor into a controllable method of adjusting the charging and discharging power of the power battery to regulate torque output. When the locomotive exhibits a tendency to coast under electric braking conditions, the power battery employs a strategy of only discharging and only charging before and after coasting recovery, respectively, to ensure smooth operation of the intermediate DC link during electric braking coasting.

[0152] According to another aspect of this application, as shown in FIG7, an embodiment of this application also provides a computer device 30, which includes a processor 310 and a memory 320. The memory 320 stores a computer program 321 that can be run on the processor. When the processor 310 executes the program, it performs the steps of the method described above.

[0153] According to another aspect of this application, as shown in FIG8, an embodiment of this application also provides a computer-readable storage medium 40, which stores a computer program 410 that, when executed by a processor, performs the methods described above.

[0154] Embodiments of this application may also include corresponding computer devices. The computer device includes a memory, at least one processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes any of the methods described above when executing the program.

[0155] The memory, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as program instructions / modules in the embodiments of this application. The processor executes various functional applications and data processing of the device by running the non-volatile software programs, instructions, and modules stored in the memory, thereby implementing the above-described method.

[0156] The memory may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the device. Furthermore, the memory may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In embodiments, the memory may optionally include memory remotely located relative to the processor, which can be connected to the local module via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0157] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. The storage medium for the program can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc. The embodiments of the computer program described above can achieve the same or similar effects as any of the corresponding foregoing method embodiments.

[0158] Those skilled in the art will also understand that the various exemplary logic blocks, modules, circuits, and algorithm steps described in conjunction with the disclosure herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the functionality of the various illustrative components, blocks, modules, circuits, and steps has been generally described. Whether this functionality is implemented as software or hardware depends on the specific application and the design constraints imposed on the system as a whole. Those skilled in the art can implement the functionality in various ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the embodiments disclosed in this application.

[0159] The above are exemplary embodiments disclosed in this application. However, it should be noted that various changes and modifications can be made without departing from the scope of the embodiments disclosed in this application as defined by the claims. The functions, steps, and / or actions of the methods according to the disclosed embodiments described herein do not need to be performed in any particular order. The sequence numbers of the embodiments disclosed in this application are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. Furthermore, although the elements disclosed in the embodiments of this application may be described or claimed individually, they may be understood as multiple unless explicitly limited to a singular number.

[0160] It should be understood that, as used herein, the singular form “a” is intended to include the plural form as well, unless the context clearly supports an exception. It should also be understood that, as used herein, “and / or” refers to any and all possible combinations of one or more of the associated listed items.

[0161] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the disclosure of the embodiments of this application (including the claims) is limited to these examples; under the concept of the embodiments of this application, the technical features of the above embodiments or different embodiments can also be combined, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of the embodiments of this application.

Claims

1. A hybrid locomotive adhesion control method, comprising: Acquire locomotive data and locomotive operating conditions; In response to the occurrence of idling or coasting trends in the locomotive's operating conditions, the locomotive data is judged according to the preset comprehensive judgment conditions and the corresponding power battery charging and discharging strategy is executed to perform active adhesion suppression mode. Based on the preset sand-spreading judgment conditions, execute the corresponding automatic sand-spreading strategy to activate or deactivate automatic sand-spreading; In response to the disappearance of the locomotive's idling or coasting tendency under the operating conditions and the restoration of traction or braking force, the locomotive data is judged according to the preset range judgment conditions and the corresponding power battery charging and discharging strategy is executed to exit the idling or coasting suppression mode.

2. The hybrid locomotive adhesion control method of claim 1, wherein, The locomotive data includes: locomotive ground reference speed, allowable creep speed, torque reference, speed limit, torque feedback, speed feedback, power battery SOC, average acceleration of each frame, and traction motor speed; The locomotive's operating conditions include: traction operating conditions and electric braking operating conditions.

3. The hybrid locomotive adhesion control method of claim 2, wherein, In response to the locomotive's idling trend under operating conditions, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy to enter the active adhesion suppression mode include: An idling trend has emerged; When the average acceleration of each rack exceeds the threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to idling is entered. The power battery charging and discharging strategy is as follows: In response to the fact that the power battery was in a charging state before idling, the power battery is adjusted to a charging-only state. In response to the fact that the power battery is in a discharged state before idling, the power battery will be reduced from the discharged state to the discharge power equal to 0 during the idling trend suppression phase, or the power battery will be adjusted from the no-charge and no-discharge state to the charging state when the idling trend cannot be suppressed.

4. The hybrid locomotive adhesion control method of claim 2, wherein, In response to the occurrence of a coasting trend under the locomotive's operating conditions, the steps of judging the locomotive data according to preset comprehensive judgment conditions and executing the corresponding power battery charging and discharging strategy, and entering the active adhesion suppression mode, further include: A sliding trend has emerged; When the average acceleration in the locomotive data is below a threshold, the SOC of the power battery is between 10% and 90%, and the DC / DC converter is fault-free, the corresponding power battery charging and discharging strategy is executed, and the active adhesion suppression mode corresponding to coasting is entered. The power battery charging and discharging strategy is as follows: In response to the traction motor speed being lower than the creep allowable speed, the power battery enters a state of only discharging and not charging.

5. The hybrid locomotive adhesion control method of claim 2, wherein, The step of executing the corresponding automatic sand-spreading strategy and activating or deactivating automatic sand-spreading according to the preset sand-spreading judgment conditions includes: Automatic sand spreading is activated in response to the fulfillment of the preset sand spreading judgment conditions; Open the sand solenoid valve and execute the minimum sand spreading time X seconds for opening the sand solenoid valve; If automatic sand spreading is not reactivated within X seconds, the minimum sand spreading time is set back to X seconds. In response to the repeated activation of automatic sand spreading within X seconds, the minimum sand spreading time is increased from X seconds to Y seconds; If automatic sand spreading is reactivated within Z seconds after the minimum sand spreading time Y seconds has elapsed, the minimum sand spreading time Y seconds will be increased at this time, up to 3Y seconds. If the preset sand-spreading judgment condition is not met, automatic sand-spreading will be turned off, and the minimum sand-spreading time will be restored to X seconds within W minutes.

6. The hybrid locomotive adhesion control method of claim 5, wherein, The preset sand-spreading judgment conditions are: the traction gear is greater than N, the power feedback is less than a preset percentage of the power reference value, the torque feedback is less than a preset percentage of the torque reference value, the maximum speed of the traction motor is greater than the creep allowable speed, and the power battery enters the adhesion suppression state.

7. The hybrid locomotive adhesion control method of claim 3, wherein, The step of responding to the disappearance of the locomotive's idling trend and the recovery of traction under the locomotive's operating conditions, and then judging the locomotive data according to the preset range judgment conditions and executing the corresponding power battery charging and discharging strategy includes: In response to the disappearance of the locomotive's idling tendency under operating conditions, the traction force is restored; Adjust the power battery from a charging state to a discharging state; In response to the presence of an idling tendency and the fact that the rotational speed of the traction motor does not exceed the creep allowable speed, the torque is restored to the first load rate. In response to the failure to trigger active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it will recover to the third torque with a second slope; In response to the triggering of active adhesion, if the rotational speed of the traction motor exceeds the creep allowable speed, it first recovers to the second torque with a first loading rate. When no idling trend occurs after maintaining the preset time, it recovers to the first torque with a second slope.

8. The hybrid locomotive adhesion control method of claim 4, wherein, The step of responding to the disappearance of the coasting trend under the locomotive's operating conditions and the restoration of electric braking force, and then judging the locomotive data according to the preset range judgment conditions and executing the corresponding power battery charging and discharging strategy includes: When the locomotive's idling tendency disappears under operating conditions, the electric braking force is restored; The power battery was changed from a state of only discharging and not charging to a state of only charging and not discharging.

9. The hybrid locomotive adhesion control method according to claim 1, wherein, The steps for exiting the idle or coasting suppression mode include: If the power battery SOC range is 20% < SOC < 80%, then exit the idling or coasting suppression mode; In response to the range of SOC of the power battery, if SOC>80%, the power battery will be adjusted to discharge only and not charge until SOC<70%, at which point it will exit the idling or coasting suppression mode. If the SOC of the power battery is less than 20%, the power battery will be adjusted to charge only and not discharge until the SOC is greater than 30%, at which point it will exit the idling or coasting suppression mode.

10. The apparatus for applying the hybrid locomotive adhesion control method according to claims 1-9, comprising: Diesel engine, main generator, rectifier, chopper discharge device, traction inverter, traction motor, bidirectional DC, power battery, auxiliary converter module, auxiliary inverter system; The diesel engine is connected in series with the main generator, and the output of the main generator is divided into two paths, which are respectively connected to each rectifier. The rectifier is connected in series with the chopper discharge device, and the chopper discharge device is connected in parallel with the bidirectional DC, inverter module and auxiliary converter module; The bidirectional DC converter is directly connected to the power battery, the inverter module is connected to multiple traction motors, and the auxiliary converter module is connected to the auxiliary inverter system.

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