CN112078569A - Control method and control device of hybrid power locomotive - Google Patents
Control method and control device of hybrid power locomotive Download PDFInfo
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- CN112078569A CN112078569A CN202011035362.6A CN202011035362A CN112078569A CN 112078569 A CN112078569 A CN 112078569A CN 202011035362 A CN202011035362 A CN 202011035362A CN 112078569 A CN112078569 A CN 112078569A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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Abstract
The present invention relates to a control method and apparatus for a hybrid locomotive, and a computer-readable storage medium. The control method comprises the following steps: calculating the total current of the intermediate loop according to the power target value of the main generator and the intermediate voltage of the intermediate loop; calculating the current distribution coefficient of each charging branch according to the charge states of a plurality of power battery modules, wherein each power battery module corresponds to one charging branch; calculating a first charging current target value of each charging branch circuit according to the total current and the current distribution coefficient; comparing the first charging current target value with a second charging current target value of the corresponding power battery module to determine the smaller value of the first charging current target value and the second charging current target value, wherein the second charging current target value is provided by a battery management system of the corresponding power battery module; and in response to that the smaller value of each charging branch is the first charging current target value, charging each corresponding power battery module by taking the smaller value of each charging branch as the charging current control target value.
Description
Technical Field
The invention relates to the field of locomotive control, in particular to a control method of a hybrid locomotive and a control device of the hybrid locomotive.
Background
Compared with the traditional diesel engine internal combustion locomotive, the hybrid locomotive with the diesel generator matched with the power battery has the advantages of energy conservation and environmental protection, and is particularly suitable for being used as a dispatching locomotive in a railway station or being used as a working condition locomotive to undertake railway transportation tasks in industrial and mining enterprises such as steel, coal, ports and the like.
The existing charging control method of the hybrid locomotive is only suitable for charging control of the power battery pack with a single branch. When the power battery pack of a plurality of branches needs to be charged simultaneously, the existing charging control method is influenced by the characteristic difference of the power batteries on each branch, the phenomenon of unbalanced charging current of each branch is generated, great waste exists on the energy output by a diesel engine, and the problem of overcurrent damage of the power battery pack is easily caused.
In order to overcome the above-mentioned drawbacks of the prior art, there is a need in the art for a control technique for a hybrid vehicle, which is used to balance the charging currents of the charging branches to improve the energy utilization efficiency of the hybrid vehicle and prevent the power battery pack from being damaged by overcurrent.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
In order to overcome the above-mentioned drawbacks of the prior art, the present invention provides a control method of a hybrid locomotive, a control apparatus of a hybrid locomotive, and a computer readable storage medium for balancing the charging currents of the charging branches to improve the energy utilization efficiency of the hybrid locomotive and prevent the power battery pack from overcurrent damage.
The control method of the hybrid locomotive provided by the invention comprises the following steps: calculating the total current of the intermediate loop according to the power target value of the main generator and the intermediate voltage of the intermediate loop; calculating a current distribution coefficient of each charging branch according to the charge states of a plurality of power battery modules, wherein each power battery module corresponds to one charging branch; calculating a first charging current target value of each charging branch circuit according to the total current and the current distribution coefficient; comparing the first charging current target value with a second charging current target value of a corresponding power battery module to determine the smaller value of the first charging current target value and the second charging current target value, wherein the second charging current target value is provided by a battery management system of the corresponding power battery module; and in response to the smaller value of each charging branch being the first charging current target value, charging each corresponding power battery module by taking the smaller value of each charging branch as a charging current control target value.
Preferably, in some embodiments of the present invention, the control method may further include the steps of: the charging branch with the smaller value as the second charging current target value is classified into a first class branch; the charging branch with the smaller value as the first charging current target value is classified into a second branch; and in response to the number of the first-class branches being greater than 0, charging each power battery module of the first-class branches by taking the second charging current target value as a charging current control target value.
Preferably, in some embodiments of the present invention, the control method may further include the steps of: responding to the number of the first type branches being larger than 0, and then using a third charging current target value
Charging each power battery module of the second branch for a charging current control target value, wherein I1Is the first charging current target value, I2For the second charging current target value, Δ I is a compensation current.
Preferably, in some embodiments of the present invention, the control method may further include the steps of: acquiring a charging current control target value of each charging branch; and performing proportional-integral adjustment on the charging current control target value of each charging branch circuit to control the charging current of each power battery module.
Optionally, in some embodiments of the present invention, the step of calculating the current distribution coefficient of each charging branch according to the state of charge of each power battery module may include: according to the formula
Calculating the current distribution coefficient of each charging branch, wherein DiDistributing coefficient, SOC, for the current of the ith branchiThe state of charge of the ith power battery module.
Optionally, in some embodiments of the present invention, the control method may further include the steps of: acquiring a switching value signal of the hybrid power locomotive to judge whether the hybrid power locomotive is in an idle working condition; responding to the situation that the hybrid power locomotive is in the idle working condition, acquiring the level information of a driver control handle and the rotating speed information of the main generator so as to determine a first power target value of the main generator; calculating a second power target value of the main generator according to the second charging current target value and the power battery voltage of each power battery module; and setting the smaller of the first power target value and the second power target value as the power target value of the main generator.
Preferably, in some embodiments of the present invention, the control method may further include the steps of: collecting main generating voltage and main generating current of the main generator to calculate an actual power feedback value of the main generator; and performing proportional-integral adjustment on the difference value between the power target value and the actual power feedback value, and controlling the actual output power of the main generator by adjusting the main generator.
According to another aspect of the present invention, there is also provided herein a control apparatus for a hybrid locomotive.
The control device of the hybrid locomotive provided by the invention comprises a memory and a processor. The processor is connected to the memory and configured to: calculating the total current of the intermediate loop according to the power target value of the main generator and the intermediate voltage of the intermediate loop; calculating a current distribution coefficient of each charging branch according to the charge states of a plurality of power battery modules, wherein each power battery module corresponds to one charging branch; calculating a first charging current target value of each charging branch circuit according to the total current and the current distribution coefficient; comparing the first charging current target value with a second charging current target value of a corresponding power battery module to determine the smaller value of the first charging current target value and the second charging current target value, wherein the second charging current target value is provided by a battery management system of the corresponding power battery module; and in response to the smaller value of each charging branch being the first charging current target value, charging each corresponding power battery module by taking the smaller value of each charging branch as a charging current control target value.
Preferably, in some embodiments of the present invention, the processor may be further configured to: the charging branch with the smaller value as the second charging current target value is classified into a first class branch; the charging branch with the smaller value as the first charging current target value is classified into a second branch; and in response to the number of the first-class branches being greater than 0, charging each power battery module of the first-class branches by taking the second charging current target value as a charging current control target value.
Preferably, in some embodiments of the present invention, the processor may be further configured to: responding to the number of the first type branches being larger than 0, and then using a third charging current target value
Charging each power battery module of the second branch for a charging current control target value, wherein I1Is the first charging current target value, I2For the second charging current target value, Δ I is a compensation current.
Preferably, in some embodiments of the present invention, the processor may be further configured to: acquiring a charging current control target value of each charging branch; and performing proportional-integral adjustment on the charging current control target value of each charging branch circuit to control the charging current of each power battery module.
Optionally, in some embodiments of the present invention, the processor may be further configured to: according to the formula
Calculating the current distribution coefficient of each charging branch, wherein DiDistributing coefficient, SOC, for the current of the ith branchiThe state of charge of the ith power battery module.
Optionally, in some embodiments of the present invention, the processor may be further configured to: acquiring a switching value signal of the hybrid power locomotive to judge whether the hybrid power locomotive is in an idle working condition; responding to the situation that the hybrid power locomotive is in the idle working condition, acquiring the level information of a driver control handle and the rotating speed information of the main generator so as to determine a first power target value of the main generator; calculating a second power target value of the main generator according to the second charging current target value and the power battery voltage of each power battery module; and setting the smaller of the first power target value and the second power target value as the power target value of the main generator.
Preferably, in some embodiments of the present invention, the processor may be further configured to: collecting main generating voltage and main generating current of the main generator to calculate an actual power feedback value of the main generator; and performing proportional-integral adjustment on the difference value between the power target value and the actual power feedback value, and controlling the actual output power of the main generator by adjusting the main generator.
According to another aspect of the present invention, a computer-readable storage medium is also provided herein.
The present invention provides the above computer readable storage medium having stored thereon computer instructions. When executed by the processor, the computer instructions may implement the control method for a hybrid locomotive provided in any of the above embodiments, so as to balance the charging currents of the charging branches, to improve the energy utilization efficiency of the hybrid locomotive, and to prevent the power battery pack from being damaged by overcurrent.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.
FIG. 1 illustrates an architectural schematic of a control system for a hybrid locomotive provided in accordance with some embodiments of the present invention.
FIG. 2 illustrates a flow chart of a control method for a hybrid locomotive provided in accordance with some embodiments of the present invention.
FIG. 3 illustrates a flow chart of a control method for a hybrid locomotive provided in accordance with some embodiments of the present invention.
FIG. 4 illustrates a flow chart of a control method for a hybrid locomotive provided in accordance with some embodiments of the present invention.
FIG. 5 illustrates an architectural schematic of a control apparatus of a hybrid locomotive provided in accordance with some embodiments of the present invention.
Reference numerals:
10 a control device;
11 a memory;
12 a processor;
20 main generators and diesel generator sets;
31-34 power battery modules;
40 a gateway;
50 a traction system;
60 intermediate circuit.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in connection with the preferred embodiments, there is no intent to limit its features to those embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Additionally, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," "vertical" and the like as used in the following description are to be understood as referring to the segment and the associated drawings in the illustrated orientation. The relative terms are used for convenience of description only and do not imply that the described apparatus should be constructed or operated in a particular orientation and therefore should not be construed as limiting the invention.
It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers and/or sections should not be limited by these terms, but rather are used to distinguish one element, region, layer and/or section from another element, region, layer and/or section. Thus, a first component, region, layer or section discussed below could be termed a second component, region, layer or section without departing from some embodiments of the present invention.
As mentioned above, the charging control method of the existing hybrid locomotive is only suitable for charging control of the power battery pack of a single branch. When the power battery pack of a plurality of branches needs to be charged simultaneously, the existing charging control method is influenced by the characteristic difference of the power batteries on each branch, the phenomenon of unbalanced charging current of each branch is generated, great waste exists on the energy output by a diesel engine, and the problem of overcurrent damage of the power battery pack is easily caused.
In order to overcome the above-mentioned drawbacks of the prior art, the present invention provides a control method of a hybrid locomotive, a control apparatus of a hybrid locomotive, and a computer readable storage medium for balancing the charging currents of the charging branches to improve the energy utilization efficiency of the hybrid locomotive and prevent the power battery pack from overcurrent damage.
Referring to FIG. 1, FIG. 1 illustrates an architectural schematic diagram of a control system of a hybrid locomotive provided in accordance with some embodiments of the present invention.
As shown in FIG. 1, in some embodiments of the present invention, a control system of a hybrid vehicle may optionally use a control device 10 operating based on a microcomputer controller to implement the control method of the hybrid vehicle. The micom control device 10 has a compact size and is easily installed in a control system of a hybrid vehicle. In some non-limiting embodiments, the microprocessor-based control device 10 may include a memory and a microprocessor. The memory is a computer-readable storage medium having stored thereon computer instructions. The microcomputer processor is connected with the memory and is suitable for executing the computer instructions stored in the memory so as to implement the control method of the hybrid locomotive.
Specifically, in the non-limiting embodiment described above, the energy system of the hybrid locomotive may include a main generator 20 and four power battery modules 31-34. The main generator 20 may alternatively be a diesel generator set adapted to combust diesel fuel to generate electrical power. In some embodiments, a rectifier may be disposed at the rear end of the diesel generator set 20 for rectifying the ac power output by the diesel generator set 20 into dc power so as to charge the power battery modules 31 to 34. The power battery modules 31-34 can be one or more of lithium batteries, graphene batteries and lead-acid batteries and are used for providing power energy for the hybrid locomotive.
In some embodiments, each power battery module 31-34 may be disposed in a charging branch, and the power switch device (e.g., IGBT) of the branch is connected to the intermediate circuit 60 of the energy system, and is adapted to obtain electric energy from the intermediate circuit 60 for charging when the power switch device is turned on. It is understood that the intermediate circuit 60 of the energy system refers to the dc circuit of the diesel-electric generator set 20 and the rear end of the rectifier.
In some embodiments, the mcu 10 may be connected to a Battery Management System (BMS) of each of the power Battery modules 31 to 34 through a Controller Area Network (CAN) bus to obtain a State of Charge (SOC) and a maximum allowable current of each of the power Battery modules 30. In some embodiments, the mcu 10 may be connected to a gateway 40 of the hybrid locomotive via a Multifunction Vehicle Bus (MVB), and further connected to a traction system 50 of the hybrid locomotive to control the charging current via the traction system 50. In some embodiments, the mcu 10 may further be communicatively connected to the diesel generator set 20, and is adapted to obtain parameters of a main generator voltage, a main generator current, and the like of the diesel generator set 20, and control the output power of the diesel generator set 20 to avoid energy loss due to excessive power generation.
It will be appreciated by those skilled in the art that the above CAN bus and MVB bus are only examples of some communication modes provided by the present invention, and are intended to clearly demonstrate the main concept of the present invention and provide some specific schemes for the public to implement, and not to limit the scope of the present invention. Optionally, in other embodiments, other communication methods commonly used in the art, such as RS422/485, LonWorks, real-time ethernet TRDP, etc., may also be used to achieve the corresponding communication effect.
The operation of the control device 10 will be described below in connection with some control methods of a hybrid vehicle. It will be appreciated by those skilled in the art that these examples of control methods are but a few non-limiting examples provided by the present invention, and are intended to clearly illustrate the broad concepts of the present invention and provide some detailed illustrations convenient to the public without limiting the scope of protection of the present invention.
In some non-limiting embodiments, the control method of the hybrid locomotive may be performed separately by three software modules configured in the processor of the control device 10. The first software module is suitable for realizing the charging control of the hybrid locomotive according to the switching value signal of the hybrid locomotive, the level information of the driver control handle and the rotating speed information of the main generator 20.
Referring to FIG. 2, FIG. 2 illustrates a flow chart of a method for controlling a hybrid locomotive according to some embodiments of the present invention.
In the above embodiment, as shown in fig. 2, the first software module may collect the switching value signal of the hybrid locomotive in real time, and determine whether the hybrid locomotive is currently in the coasting condition according to the collected switching value signal. If the hybrid locomotive is currently in the idle working condition, the first software module may notify the second software module to start up, so as to control the main generator 20 to charge each power battery module 31-34.
Specifically, the switching value signal may include all or part of a driver speed regulation gear signal, a driver forward signal, a driver backward signal, a driver speed regulation idle gear signal, a self-loading switching signal, and an electric braking signal. If the speed-regulating gear signal of the driver controller, the forward signal of the driver controller, the backward signal of the driver controller, the self-load switch signal and the electric braking signal are all low-potential signals (logic 0), and the speed-regulating idle gear signal of the driver controller is a high-potential signal (logic 1), the processor can judge that the hybrid locomotive is currently in an idle working condition, and further inform the second software module to start to control the main generator 20 to charge each power battery module 30.
Under the idle working condition, each power battery module 31-34 has no forward output of traction energy consumption and no reverse input of braking energy, and the electric energy output by the main generator 20 through the main generating system can be completely input into each power battery module 31-34, so that the calculation of the charging power and the charging current by the processor is facilitated. Therefore, the scheme of charging the power battery modules 31-34 when the hybrid power locomotive is in the idle working condition is beneficial to the accurate control of the processor on the charging power and the charging current, can better balance the charging current of each charging branch, improve the energy utilization efficiency of the hybrid power locomotive and prevent the overcurrent damage of the power battery pack.
Referring to FIG. 3, FIG. 3 illustrates a flow chart of a method for controlling a hybrid locomotive according to some embodiments of the present invention.
As shown in FIG. 3, in some embodiments, the second software module may further obtain the level information of the driver control handle, as well as the rotational speed information of the main generator 20, in response to the hybrid locomotive being currently in the coasting condition. The driver control handle can be configured with 8 levels of 1-8 levels, and each level corresponds to different diesel engine rotating speed ranges.
Then, the second software module may determine the first power target value of the main generator 20 by looking up a table according to the level information of the driver control handle and the rotation speed information of the main generator 20. The first power target value indicates the power that the main generator 20 is currently capable of outputting. In some embodiments, the correspondence table of the first power target value, the handle level information and the rotation speed information may be a piecewise linear relationship table. The second software module may determine the first power target value of the main generator 20 by comparing the values of the handle level information and the rotational speed information with the corresponding linear relationship table.
In addition, in the above embodiment, the second software module CAN also obtain the power battery voltage of each power battery module 31-34 fed back by the BMS and the maximum allowable charging current (i.e. the second charging current target value I of each charging branch) through the CAN bus2). The second software module can enable the second charging current target value I of each charging branch circuit2The power target value of each branch is calculated by multiplying the power battery voltage of the corresponding branch, and the power target values of the branches are accumulated to calculate the second power target value of the main generator 20.
Thereafter, the second software module may set the smaller of the first power target value and the second power target value as the power target value of the main generator 20, and control the output power of the main generator 20 by adjusting the excitation current of the main generator 20. In some preferred embodiments, the second software module may further collect the primary generator voltage and the primary generator current of the primary generator 20 to calculate the actual power feedback value of the primary generator 20. Then, the second software module may take a difference between the power target value and the actual power feedback value of the main generator 20, and perform Proportional and Integral (PI) adjustment on the difference between the two values, so as to accurately and stably control the actual output power of the main generator 20.
In some embodiments of the present invention, after the control of the output power of the main generator 20 is completed, the processor of the control device 10 may further utilize a third software module to perform the charging current control of each power battery module 31-34.
Referring to FIG. 4, FIG. 4 illustrates a flow chart of a method for controlling a hybrid locomotive according to some embodiments of the present invention.
As shown in fig. 4, in the above embodiment, the third software module may first obtain the power target value of the main generator 20, and divide it with the intermediate voltage of the intermediate circuit 60 to calculate the total current of the intermediate circuit 60, i.e. the sum of the charging currents of the charging branches. In some embodiments, the intermediate voltage of the intermediate circuit 60 may be collected by a voltage sensor provided to the intermediate circuit 60.
Then, the third software module CAN acquire the state of charge (SOC) of each power battery module 31-34 fed back by the BMS through the CAN bus according to the following formula (1):
and calculating the current distribution coefficient of each charging branch. In the formula, DiDistributing coefficient, SOC, for the current of the ith branchiThe state of charge of the ith power battery module.
As can be understood by those skilled in the art, the current distribution coefficient D of each charging branch is calculated according to the SOC of each power battery module 31-34iThe present invention provides some non-limiting examples, which are intended to clearly show the main idea of the invention and to provide some detailed solutions for the public to implement, and not to limit the scope of protection of the invention. Optionally, in other embodiments, other parameters that may represent the actual capacity state of the power battery, such as the highest voltage of a single battery cell, the average voltage of the power battery, and the like, may also be used, or a combination factor weighting manner may be used to calculate the current distribution coefficient D of each charging branchi。
Determining the current distribution coefficient D of each charging branchiThen, the third software module may divide the total current of the intermediate circuit 60 and the current distribution coefficient D of each charging branchiMultiplication by multiplicationTo calculate a first charging current target value I that can be provided to each charging branch1. The first charging current target value I1Indicating the maximum charging current that the main generator 20 can provide to each charging branch.
Then, the third software module may set the first charging current target value I of each charging branch1And a second charging current target value I corresponding to the power battery modules 31-342(i.e., the maximum allowable charging current) and defining the smaller of the two as the third charging current target value I3. The third software module can be used for controlling the charging current according to the third charging current target value I3The charging current control target value of the corresponding branch is determined so as to ensure that each charging branch cannot have the problem of overcurrent damage.
In particular, the third software module may compare its first charging current target value I branch by branch1And a second charging current target value I2The smaller value is taken as a second charging current target value I2The charging branch circuit is classified into a first branch circuit, and the smaller value is a first charging current target value I2The charging branch of (a) falls into the second category of branch. And then, the third software module can count the number of various branches and determine the corresponding current distribution mode according to the statistical result.
If the number of the first-type branches is equal to 0, the charging branches corresponding to the power battery modules 31 to 34 are all the second-type branches. In each charging branch, a first charging current target value I1Are not more than the second charging current target value I of the corresponding power battery modules 31-342. That is, the power output by the main generator 20 is low, and no overcurrent damage is caused to any charging branch. At this time, the third software module may set the third charging current target value I of the second-class branch3(i.e., the first charging current target value I1) As the control target value of the charging current, the power battery modules 31-34 are charged, so as to achieve the effect of balancing the charging current of each charging branch.
On the contrary, if the number of the first-type branches is greater than 0, the charging branches corresponding to the power battery modules 31 to 34 are indicatedIn the presence of a first charging current target value I1A second charging current target value I larger than the corresponding power battery modules 31-342The case (1). That is, the power output from the main generator 20 is high, which may cause overcurrent damage to the first branch. At this time, the third software module may set the third charging current target value I of the first-class branch3(i.e., the maximum allowable charging current I corresponding to the power battery modules 31-34)2) And as a control target value of the charging current, charging the power battery module of the first-class branch so as to prevent overcurrent damage of the first-class branch.
In some preferred embodiments, when the number of the first-class branches is greater than 0, the third software module may further calculate an excess current allocated to the first-class branch by equation (1), and compensate the excess current to the second-class branch as a compensation current Δ I, so as to shorten the charging time of the second-class branch and prevent the waste of the output electric energy of the diesel engine. Specifically, the third software module may be according to equation (2):
third charging current target value I for branch of second class3Compensation is performed. In the formula I1A first target value of the charging current, I, for a branch of the first type2And the second charging current target value of the first branch is shown, and delta I is compensation current. Then, the third software module may apply the compensated third charging current target value I3And as a control target value of the charging current, charging the power battery module of the second branch circuit so as to shorten the charging time of the second branch circuit and prevent the waste of the output electric energy of the diesel engine.
In some preferred embodiments, after determining the charging current control target value of each charging branch, the third software module may also feed back the charging current control target value of each charging branch to the traction system 50 through the MVB bus, so that the traction system 50 performs further Proportional Integral (PI) adjustment on the charging current control target value of each charging branch to control the charging current to each power battery module 31-34. By performing PI adjustment on the charging current control target value of each charging branch, the control accuracy and stability of the control device 10 for the charging current of each charging branch can be further improved.
It will be appreciated by those skilled in the art that the above embodiment of the method for controlling a hybrid locomotive implemented by three software modules is only a non-limiting embodiment provided by the present invention, and is intended to clearly illustrate the main concept of the present invention and provide a specific solution with a simple program structure, not to limit the scope of the present invention. Alternatively, in other embodiments, the control method of the hybrid locomotive may be executed by a complete software program or implemented by a plurality of processors cooperating with each other.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
According to another aspect of the present invention, there is also provided herein a control apparatus for a hybrid locomotive.
Referring to fig. 5, fig. 5 is a schematic diagram illustrating an architecture of a control device of a hybrid locomotive according to some embodiments of the present invention.
As shown in fig. 5, the control device 10 of the hybrid vehicle according to the present invention includes a memory 11 and a processor 12. The memory 11 is a computer-readable storage medium having stored thereon computer instructions. The processor 12 is connected to the memory 11 and adapted to execute the computer instructions stored in the memory 11 to implement the control method of the hybrid locomotive provided in any of the above embodiments, for balancing the charging currents of the charging branches to improve the energy utilization efficiency of the hybrid locomotive and prevent the overcurrent damage of the power battery pack.
According to another aspect of the present invention, a computer-readable storage medium is also provided herein.
The present invention provides the above computer readable storage medium having stored thereon computer instructions. When executed by the processor 12, the computer instructions may implement the control method of the hybrid locomotive provided in any of the above embodiments, so as to balance the charging currents of the charging branches, to improve the energy utilization efficiency of the hybrid locomotive, and to prevent the overcurrent damage of the power battery pack.
Although the processor 12 described in the above embodiments may be implemented by a combination of software and hardware. It will be appreciated that the processor 12 may be implemented solely in software or hardware. For a hardware implementation, the processor 12 may be implemented on one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), digital signal processing devices (DAPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, other electronic devices designed to perform the functions described herein, or a selected combination thereof. For a software implementation, the processor 12 may be implemented by separate software modules running on a common chip, such as program modules (processes) and function modules (functions), each of which may perform one or more of the functions and operations described herein.
Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (15)
1. A control method for a hybrid locomotive, comprising:
calculating the total current of the intermediate loop according to the power target value of the main generator and the intermediate voltage of the intermediate loop;
calculating a current distribution coefficient of each charging branch according to the charge states of a plurality of power battery modules, wherein each power battery module corresponds to one charging branch;
calculating a first charging current target value of each charging branch circuit according to the total current and the current distribution coefficient;
comparing the first charging current target value with a second charging current target value of a corresponding power battery module to determine the smaller value of the first charging current target value and the second charging current target value, wherein the second charging current target value is provided by a battery management system of the corresponding power battery module; and
and in response to that the smaller value of each charging branch is the first charging current target value, charging each corresponding power battery module by taking the smaller value of each charging branch as a charging current control target value.
2. The control method according to claim 1, further comprising:
the charging branch with the smaller value as the second charging current target value is classified into a first class branch;
the charging branch with the smaller value as the first charging current target value is classified into a second branch; and
and in response to the number of the first-class branches being larger than 0, charging each power battery module of the first-class branches by taking the second charging current target value as a charging current control target value.
3. The control method according to claim 2, further comprising:
responding to the number of the first type branches being larger than 0, and then using a third charging current target value
Charging each power battery module of the second branch for a charging current control target value, wherein I1Is the first charging current target value, I2For the second charging current target value, Δ I is a compensation current.
4. The control method according to claim 3, further comprising:
acquiring a charging current control target value of each charging branch; and
and carrying out proportional integral adjustment on the control target value of the charging current of each charging branch circuit so as to control the charging current of each power battery module.
5. The control method according to claim 1, wherein the step of calculating the current distribution coefficient of each charging branch according to the state of charge of each power battery module comprises:
according to the formula
Calculating the current distribution coefficient of each charging branch, wherein DiDistributing coefficient, SOC, for the current of the ith branchiThe state of charge of the ith power battery module.
6. The control method according to claim 1, further comprising:
acquiring a switching value signal of the hybrid power locomotive to judge whether the hybrid power locomotive is in an idle working condition;
responding to the situation that the hybrid power locomotive is in the idle working condition, acquiring the level information of a driver control handle and the rotating speed information of the main generator so as to determine a first power target value of the main generator;
calculating a second power target value of the main generator according to the second charging current target value and the power battery voltage of each power battery module; and
taking the smaller of the first power target value and the second power target value as the power target value of the main generator.
7. The control method according to claim 6, further comprising:
collecting main generating voltage and main generating current of the main generator to calculate an actual power feedback value of the main generator; and
and performing proportional integral adjustment on the difference value between the power target value and the actual power feedback value, and controlling the actual output power of the main generator by adjusting the main generator.
8. A control apparatus of a hybrid vehicle, comprising:
a memory; and
a processor coupled to the memory and configured to:
calculating the total current of the intermediate loop according to the power target value of the main generator and the intermediate voltage of the intermediate loop;
calculating a current distribution coefficient of each charging branch according to the charge states of a plurality of power battery modules, wherein each power battery module corresponds to one charging branch;
calculating a first charging current target value of each charging branch circuit according to the total current and the current distribution coefficient;
comparing the first charging current target value with a second charging current target value of a corresponding power battery module to determine the smaller value of the first charging current target value and the second charging current target value, wherein the second charging current target value is provided by a battery management system of the corresponding power battery module; and
and in response to that the smaller value of each charging branch is the first charging current target value, charging each corresponding power battery module by taking the smaller value of each charging branch as a charging current control target value.
9. The control device of claim 8, wherein the processor is further configured to:
the charging branch with the smaller value as the second charging current target value is classified into a first class branch;
the charging branch with the smaller value as the first charging current target value is classified into a second branch; and
and in response to the number of the first-class branches being larger than 0, charging each power battery module of the first-class branches by taking the second charging current target value as a charging current control target value.
10. The control device of claim 9, wherein the processor is further configured to:
responding to the number of the first type branches being larger than 0, and then using a third charging current target value
Charging each power battery module of the second branch for a charging current control target value, wherein I1Is the first charging current target value, I2For the second charging current target value, Δ I is a compensation current.
11. The control device of claim 10, wherein the processor is further configured to:
acquiring a charging current control target value of each charging branch; and
and carrying out proportional integral adjustment on the control target value of the charging current of each charging branch circuit so as to control the charging current of each power battery module.
12. The control apparatus of claim 8, wherein the processor is further configured to:
according to the formula
Calculating the current distribution coefficient of each charging branch, wherein DiDistributing coefficient, SOC, for the current of the ith branchiThe state of charge of the ith power battery module.
13. The control device of claim 8, wherein the processor is further configured to:
acquiring a switching value signal of the hybrid power locomotive to judge whether the hybrid power locomotive is in an idle working condition;
responding to the situation that the hybrid power locomotive is in the idle working condition, acquiring the level information of a driver control handle and the rotating speed information of the main generator so as to determine a first power target value of the main generator;
calculating a second power target value of the main generator according to the second charging current target value and the power battery voltage of each power battery module; and
taking the smaller of the first power target value and the second power target value as the power target value of the main generator.
14. The control device of claim 13, wherein the processor is further configured to:
collecting main generating voltage and main generating current of the main generator to calculate an actual power feedback value of the main generator; and
and performing proportional integral adjustment on the difference value between the power target value and the actual power feedback value, and controlling the actual output power of the main generator by adjusting the main generator.
15. A computer readable storage medium having stored thereon computer instructions, wherein the computer instructions, when executed by a processor, implement a method of controlling a hybrid locomotive according to any one of claims 1 to 7.
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