WO2017071538A1 - 一种双燃料机车燃料模式切换系统及其切换方法 - Google Patents

一种双燃料机车燃料模式切换系统及其切换方法 Download PDF

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WO2017071538A1
WO2017071538A1 PCT/CN2016/102991 CN2016102991W WO2017071538A1 WO 2017071538 A1 WO2017071538 A1 WO 2017071538A1 CN 2016102991 W CN2016102991 W CN 2016102991W WO 2017071538 A1 WO2017071538 A1 WO 2017071538A1
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locomotive
dual fuel
fuel
dual
methane
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PCT/CN2016/102991
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English (en)
French (fr)
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韩笑
邹浪平
朱延东
何娟
孟玉发
林远鹏
刘立伟
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中车资阳机车有限公司
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Publication of WO2017071538A1 publication Critical patent/WO2017071538A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating or supervising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention belongs to the technical field of rail transit, and particularly relates to a dual fuel locomotive fuel mode switching system and a switching method thereof.
  • the dual-fuel locomotive prototype produced by the company is the first to use methane gas-powered locomotives in China. At present, there is no related dual-fuel locomotive safety support system control strategy technology at home and abroad.
  • One of the fuels used in dual-fuel locomotives is flammable natural gas, so the safety protection of locomotives is necessary.
  • the purpose of this control strategy is to detect and prevent LNG/CNG on LNG/CNG locomotives from being stored, gasified and transported. Leakage in the process, so as to ensure that the locomotive can run normally and safely, to ensure the personal safety of the passengers.
  • the present invention provides a dual fuel locomotive fuel mode switching system, the dual fuel locomotive including an engine, an engine electric fuel injection controller, and an LNG tank, the switching system including a liquid supply shut-off valve, a gasifier, Safety valve, intake solenoid valve, relief valve, methane detection system, locomotive microcomputer;
  • the LNG tank, the liquid supply shut-off valve and the gasifier are sequentially connected through the LNG pipeline, and the gasifier safety valve, the intake solenoid valve, the discharge valve, and the engine are sequentially connected through the methane gas pipeline;
  • the methane detection system includes a plurality of methane sensors distributed on the locomotive, and a methane detecting host communicably connected to each methane sensor;
  • the locomotive microcomputer is in communication connection with an engine electrospray controller, a methane detecting host, and an engine PLC (engine controller); the engine electrospray controller is configured to send a dual fuel enable signal to the microcomputer;
  • the locomotive microcomputer is used for controlling the on/off of the liquid supply shut-off valve and the intake electromagnetic valve, receiving the dual fuel enable signal, detecting whether the locomotive meets the dual fuel use condition, and transmitting the dual fuel mode switch signal to the transmitter PLC;
  • Each methane sensor is used to detect the methane leak concentration at its location and transmit the test results to the methane detection host; the methane detection host is used to perform different alarms depending on the methane leak concentration.
  • a manual venting valve is also included, the manual venting valve being located between the safety valve and the intake solenoid valve.
  • the switching method of the fuel mode switching system of the dual fuel locomotive includes the workflow of entering the dual fuel mode and the workflow of exiting the dual fuel mode.
  • the workflow to enter dual fuel mode includes the following steps:
  • Step 1 The driver chooses the dual fuel mode
  • Step 2 Locomotive loading
  • Step 3 The locomotive microcomputer detects whether the predetermined dual fuel use condition is met, and if yes, proceeds to step three, if otherwise, repeats this step;
  • Step 4 The engine EFI controller sends a dual fuel enable signal to the locomotive microcomputer
  • Step 5 The locomotive microcomputer controls to open the liquid supply shut-off valve, and the locomotive enters the dual fuel mode
  • the workflow for exiting dual fuel mode includes the following steps:
  • Step 1 The driver chooses to exit the dual fuel mode
  • Step 2 The locomotive microcomputer controls to close the liquid supply shut-off valve, and terminates the continuous supply of liquid from the LNG tank;
  • Step 3 The locomotive microcomputer controls to close the intake solenoid valve and open the automatic release valve
  • Step 5 The microcomputer sends a signal to the engine controller to exit the dual fuel mode switch
  • Step 6 The engine receives the exit dual fuel mode switch signal
  • Step 7 The engine exits the dual fuel mode and enters the pure fuel condition.
  • step 2 is executed, the delay is performed for a period of time before step 3 is performed.
  • step 30 is performed after a delay of 30 seconds.
  • step 7 is performed after a delay.
  • step 7 is performed after a delay of 30 seconds.
  • step 7 in the process of maintaining the dual fuel mode between step 6 and step 7, it is detected whether the locomotive meets the predetermined dual fuel use condition, and if not, step 7 is performed immediately.
  • the dual fuel use conditions include: the water temperature after the oil heat exchange is greater than 40 ° C, the methane detection is not alarmed, and the engine speed is greater than the engine set speed (the present invention is set to 580 rpm).
  • the invention provides safety guarantee control for the dual fuel locomotive, and greatly improves the safety of the fuel mode switching of the dual fuel locomotive.
  • FIG. 1 is a schematic structural view of a system of the present invention.
  • the dual fuel locomotive of the present invention comprises an engine, an engine electric spray controller and an LNG tank.
  • the switching system comprises a liquid supply shut-off valve, a gasifier, a safety valve, an intake solenoid valve, a discharge valve, a methane detection system, and a locomotive microcomputer. .
  • the LNG tank, the liquid supply shut-off valve, and the gasifier are sequentially connected through the LNG pipeline, and the gasifier safety valve, the intake solenoid valve, the discharge valve, and the engine are sequentially connected through the methane gas pipeline.
  • the methane detection system includes a number of methane sensors distributed on the locomotive and a methane detection host communicatively coupled to each methane sensor.
  • the locomotive microcomputer is communicably connected with an engine electric spray controller, a methane detecting host and an engine PLC.
  • the engine EFI controller is used to send a dual fuel enable signal to the microcomputer.
  • the locomotive microcomputer is used for controlling the on/off of the liquid supply shut-off valve and the intake electromagnetic valve, receiving the dual fuel enable signal, detecting whether the locomotive meets the dual fuel use condition, and transmitting the dual fuel mode switch signal to the transmitter PLC.
  • Each methane sensor is used to detect the methane leak concentration at its location and transmit the test results to the methane detection host.
  • Methane sensors are distributed on the locomotive, typically between electrical and/or engine rooms and/or cooling rooms and/or tankers, or other locations where methane leaks are likely to occur.
  • the methane detection host is used to perform different alarms depending on the methane leak concentration.
  • the system necessarily includes a power source.
  • the equipment on the locomotive uses alternating current, and can be realized by using one battery and one inverter power source, or directly using alternating current power.
  • the workflow to enter dual fuel mode includes the following steps:
  • Step 1 The driver chooses the dual fuel mode.
  • Step 2 The locomotive is loaded.
  • Step 3 The locomotive microcomputer detects whether the predetermined dual fuel use condition is met. If yes, proceed to step three, if otherwise, repeat this step.
  • Step 4 The engine EFI controller sends a dual fuel enable signal to the locomotive microcomputer.
  • Step 5 The locomotive microcomputer controls to open the liquid supply shut-off valve, and the locomotive enters the dual fuel mode.
  • the workflow for exiting dual fuel mode includes the following steps:
  • Step 1 The driver chooses to exit the dual fuel mode.
  • Step 2 The locomotive microcomputer controls to close the liquid supply shut-off valve and terminate the supply of liquid from the LNG tank.
  • Step 3 The locomotive microcomputer controls to close the intake solenoid valve and open the automatic release valve.
  • Step 5 The microcomputer sends a signal to the engine to exit the dual fuel mode switch.
  • Step 6 The engine receives a signal to exit the dual fuel mode switch.
  • Step 7 The engine exits the dual fuel mode and enters the pure fuel condition.
  • step 3 is performed after a delay.
  • step 7 is performed for a period of time.
  • the purpose of the delay is to burn the methane gas that has been vaporized in the gas pipeline of the locomotive as much as possible, so as to minimize the residual methane gas in the gas pipeline, and reduce the possibility and leakage of late methane leakage.
  • the delay time is set to 30 s, and the value can better keep methane gas less, and the time is not too long, and the efficiency is lowered.
  • the engine If the engine is delayed for 30s and the dual fuel mode is not delayed until 30s, the engine does not meet the dual fuel use conditions (such as locomotive unloading, gas pressure is less than 0.5bar), then the engine immediately exits the dual fuel mode, and the locomotive microcomputer control is turned off.
  • the intake solenoid valve in front of the engine opens the relief valve; when the line pressure behind the gasifier is greater than 1.4 MPa, the safety valve action removes excessive pressure.
  • the microcomputer automatically closes the liquid supply shut-off valve on the LNG pipeline and the intake solenoid valve in front of the engine to terminate the liquid supply/gas. At the same time, the discharge valve is opened, and the engine exits the dual fuel mode and enters the pure fuel condition.
  • the microcomputer controls to close the liquid supply shut-off valve on the LNG pipeline, terminate the liquid supply, and delay the intake of the engine before the engine is delayed for 30s. Solenoid valve, open the release valve, the engine exits the dual fuel mode and enters the pure fuel condition.
  • the locomotive When the locomotive receives an emergency stop signal (engine overspeed, high crankcase pressure, leaking methane concentration greater than 50% LEL), the locomotive performs an emergency stop action.
  • an emergency stop signal engine overspeed, high crankcase pressure, leaking methane concentration greater than 50% LEL
  • the locomotive When the locomotive is in emergency shutdown, the microcomputer is unloaded, and the engine is shut down at the same time, and the LNG supply valve and the front air supply valve are cut off.
  • the release valve X6 is opened to dissipate the methane gas in the front line of the engine to the outside atmosphere of the locomotive, and the engine is shut down. .
  • the embodiment When the locomotive speed is less than the set value, the embodiment is set to ⁇ 580 rpm, the microcomputer controls to shut off the liquid supply shut-off valve, and cut off the LNG supply.
  • the engine speed is ⁇ 380 rpm, the intake solenoid valve is turned off, and the engine exits the dual fuel. mode.
  • the microcomputer controls the automatic release valve action, and the methane gas in the pipeline between the liquid supply shut-off valve and the engine is emptied to avoid the explosion of the engine exhaust port.
  • EFI controller gives the dual fuel enable signal to meet the following conditions:
  • the engine throttle signal is not less than the specified value.
  • the engine speed is not less than the specified value.

Abstract

提供了一种双燃料机车燃料模式切换系统。该双燃料机车包括发动机，发动机电喷控制器，发动机控制器，LNG罐；切换系统包括供液切断阀，气化器，安全阀，进气电磁阀，放散阀，甲烷探测系统，机车微机；发动机电喷控制器用于向微机发送双燃料使能信号；机车微机用于控制供液切断阀及进气电磁阀的通断、接收双燃料使能信号、检测机车是否满足双燃料使用条件、向发送机控制器发送双燃料模式开关信号；各个甲烷传感器用于检测其所在位置的甲烷泄露浓度，并将检测结果传送给甲烷探测主机；甲烷探测主机用于根据甲烷泄露浓度的不同，进行不同的报警。还提供了一种双燃料机车燃料模式切换系统的切换方法。该双燃料机车燃料模式切换系统及切换方法提高了模式切换的安全性。

Description

一种双燃料机车燃料模式切换系统及其切换方法 技术领域
本发明属于轨道交通领域技术领域，尤其涉及一种双燃料机车燃料模式切换系统及其切换方法。
背景技术
本公司生产制造的双燃料机车样车是国内首次采用以甲烷气体为动力的机车，目前国内外还没有相关双燃料机车安全保障系统控制策略技术。
双燃料机车使用的燃料之一为可燃性很强的天然气，因此对机车的安全性防护非常必要，本控制策略目的就是通过检测和防止LNG/CNG机车上LNG/CNG在储存、气化、传输过程中的泄露，从而保证机车能正常安全的行驶，保证司乘人员的人身安全。
发明内容
为解决上述问题，本发明提供了一种双燃料机车燃料模式切换系统，所述双燃料机车包括发动机、发动机电喷控制器、LNG罐，所述切换系统包括供液切断阀、气化器、安全阀、进气电磁阀、放散阀、甲烷探测系统、机车微机；
LNG罐、供液切断阀、气化器通过LNG管路顺次连接，气化器安全阀、进气电磁阀、放散阀、发动机通过甲烷气管路顺次连接；
甲烷探测系统包括分布于机车上的若干甲烷传感器、与各个甲烷传感器通信连接的甲烷探测主机；
所述机车微机与发动机电喷控制器、甲烷探测主机、发动机PLC(发动机控制器)通信连接；发动机电喷控制器用于向微机发送双燃料使能信号；
所述机车微机用于控制供液切断阀及进气电磁阀的通断、接收双燃料使能信号、检测机车是否满足双燃料使用条件、向发送机PLC发送双燃料模式开关信号；
各个甲烷传感器用于检测其所在位置的甲烷泄露浓度，并将检测结果传送给甲烷探测主机；甲烷探测主机用于根据甲烷泄露浓度的不同，进行不同的报警。
进一步的，还包括手动排空阀，所述手动排空阀位于安全阀与进气电磁阀之间。
上述双燃料机车燃料模式切换系统的切换方法，包括进入双燃料模式的工作流程及退出双燃料模式的工作流程，
进入双燃料模式的工作流程包括如下步骤：
步骤一：司机选择双燃料模式；
步骤二：机车加载；
步骤三：机车微机检测是否满足预先确定好的双燃料使用条件，如果是，则进行步骤三，如否则重复进行此步骤；
步骤四：发动机电喷控制器向机车微机发出双燃料使能信号；
步骤五：机车微机控制打开供液切断阀，机车进入双燃料模式；
退出双燃料模式的工作流程包括如下步骤：
步骤一：司机选择退出双燃料模式；
步骤二：机车微机控制关闭供液切断阀，终止从LNG罐中继续向外供液；
步骤三：机车微机控制关闭进气电磁阀，打开自动放散阀；
步骤五：微机向发动机控制器发送退出双燃料模式开关信号；
步骤六：发动机收到退出双燃料模式开关信号；
步骤七：发动机退出双燃料模式，进入纯燃油工况。
优选的，退出双燃料模式的工作流程中，步骤二执行后，延时一段时间后再执行步骤三。
更优选的，退出双燃料模式的工作流程中，步骤二执行后，延时30秒后执行步骤三。
优选的，退出双燃料模式的工作流程中，步骤六执行后，延时一段时间再执行步骤七。
更优选的，退出双燃料模式的工作流程中，步骤六执行后，延时30秒后执行步骤七。
更优选的，步骤六与步骤七之间保持双燃料模式的过程中，检测机车是否满足预先确定好的双燃料使用条件，如不满足，则立即执行步骤七。
进一步的，所述双燃料使用条件包括：机油热交换后水温大于40℃、甲烷检测未报警、发动机转速大于大于发动机设定转速(本发明设定为580rpm)。
本发明的有益效果为：
1.在所有以LNG或CNG为燃料或燃料之一的机车上均可使用本技术方案。
2.通过控制策略将机车上危险区域、危险时间减至最小，以降低可能影响机车、人员和设备安全的潜在风险。
3.设有适当的控制、报警、监测、切断和气体探测策略，确保气体燃料系统安全、可靠运行。
4.可在机车发生非正常运行情况时，如故障卸载、停机后对气体管路内甲烷进行安全排放，避免机车内发生燃爆事故。
本发明对双燃料机车进行安全保障控制，从很大程度上提高了双燃料机车燃料模式切换的安全性。
附图说明
图1为本发明系统结构示意图。
具体实施方式
本发明所述双燃料机车包括发动机、发动机电喷控制器、LNG罐，所述切换系统包括供液切断阀、气化器、安全阀、进气电磁阀、放散阀、甲烷探测系统、机车微机。
LNG罐、供液切断阀、气化器通过LNG管路顺次连接，气化器安全阀、进气电磁阀、放散阀、发动机通过甲烷气管路顺次连接。
甲烷探测系统包括分布于机车上的若干甲烷传感器、与各个甲烷传感器通信连接的甲烷探测主机。
所述机车微机与发动机电喷控制器、甲烷探测主机、发动机PLC通信连接。
发动机电喷控制器用于向微机发送双燃料使能信号。
所述机车微机用于控制供液切断阀及进气电磁阀的通断、接收双燃料使能信号、检测机车是否满足双燃料使用条件、向发送机PLC发送双燃料模式开关信号。
各个甲烷传感器用于检测其所在位置的甲烷泄露浓度，并将检测结果传送给甲烷探测主机。甲烷传感器分布于机车上，一般为电气间和/或发动机间和/或冷却间和/或罐车，或者其他容易产生甲烷泄露的地方。
甲烷探测主机用于根据甲烷泄露浓度的不同，进行不同的报警。
当然，所述系统必然包括电源，一般机车上设备使用的是交流电，可利用一个蓄电池及一个逆变电源实现，或者直接使用交流电。
下面对本系统的切换方式进行说明。
包括进入双燃料模式的工作流程及退出双燃料模式的工作流程，
进入双燃料模式的工作流程包括如下步骤：
步骤一：司机选择双燃料模式。
步骤二：机车加载。
步骤三：机车微机检测是否满足预先确定好的双燃料使用条件，如果是，则进行步骤三，如否则重复进行此步骤。
步骤四：发动机电喷控制器向机车微机发出双燃料使能信号。
步骤五：机车微机控制打开供液切断阀，机车进入双燃料模式。
退出双燃料模式的工作流程包括如下步骤：
步骤一：司机选择退出双燃料模式。
步骤二：机车微机控制关闭供液切断阀，终止从LNG罐中继续向外供液。
步骤三：机车微机控制关闭进气电磁阀，打开自动放散阀。
步骤五：微机向发动机发送退出双燃料模式开关信号。
步骤六：发动机收到退出双燃料模式开关信号。
步骤七：发动机退出双燃料模式，进入纯燃油工况。
优选的，步骤二执行后，延时一段时间后再执行步骤三。步骤六执行后，延时一段时间执行步骤七。延时的目的是尽量将机车气管路中已经气化的甲烷气体燃烧完，让气管路中尽量少的残留甲烷气体，减少后期甲烷泄露的可能性与泄露量。本实施例设置延时时间为30s，该数值能较好少残留甲烷气体，且不会时间太长，降低效率。
如在发动机延时30s保持双燃料模式过程中，未延时到30s发动机已不满足双燃料使用条件(如机车卸载，燃气压力小于0.5bar)，则发动机立刻退出双燃料模式，机车微机控制关闭发动机前的进气电磁阀，打开放散阀；如此时气化器后管路压力大于1.4MPa，则安全阀动作排除过高压力。
当机车故障卸载时，微机自动关闭LNG管路上的供液切断阀、发动机前的进气电磁阀，终止供液/气，同时打开放散阀，发动机退出双燃料模式，进入纯燃油工况。
当甲烷检测装置检测到甲烷浓度达到低限--警告信号(25％LEL)报警值时，微机控制关闭LNG管路上的供液切断阀，终止供液，延时30s关断发动机前的进气电磁阀，打开放散阀，发动机退出双燃料模式，进入纯燃油工况。
当机车收到紧急停机信号(发动机超速、曲轴箱压力高、泄露甲烷浓度大于50％LEL)时机车实施紧急停机动作。机车紧急停机时，微机卸载，同时给发动机紧急停机信号，并切断LNG供液阀和发动机前供气阀，同时打开放散阀X6将发动机前管路内甲烷气体放散到机车外部大气中，发动机停机。
机车转速小于设定值时，本实施例设置为≤580rpm，微机控制关断供液切断阀，切断LNG供液，当发动机速度≤380rpm时，关断进气电磁阀，此时发动机退出双燃料模式。同时微机控制自动放散阀动作，将供液切断阀到发动机之间管道内甲烷气体排空，避免发生发动机排气口燃爆事故。
需要注意的是，电喷控制器给出双燃料使能信号需满足以下条件：
1.电喷系统无报警。
2.发动机油门信号不小于规定值。
3.发动机转速不小于规定值。

Claims (9)

  1. 一种双燃料机车燃料模式切换系统，其特征在于，所述双燃料机车包括发动机、发动机电喷控制器、发动机控制器、LNG罐，所述切换系统包括供液切断阀、气化器、安全阀、进气电磁阀、放散阀、甲烷探测系统、机车微机；
    LNG罐、供液切断阀、气化器通过LNG管路顺次连接，气化器安全阀、进气电磁阀、放散阀、发动机通过甲烷气管路顺次连接；
    甲烷探测系统包括分布于机车上的若干甲烷传感器、与各个甲烷传感器通信连接的甲烷探测主机；
    所述机车微机与发动机电喷控制器、甲烷探测主机、发动机控制器通信连接；
    发动机电喷控制器用于向微机发送双燃料使能信号；
    所述机车微机用于控制供液切断阀及进气电磁阀的通断、接收双燃料使能信号、检测机车是否满足双燃料使用条件、向发送机控制器发送双燃料模式开关信号；
    各个甲烷传感器用于检测其所在位置的甲烷泄露浓度，并将检测结果传送给甲烷探测主机；甲烷探测主机用于根据甲烷泄露浓度的不同，进行不同的报警。
  2. 如权利要求1所述的双燃料机车燃料模式切换系统，其特征在于，还包括手动排空阀，所述手动排空阀位于安全阀与进气电磁阀之间。
  3. 如权利要求1或2所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，包括进入双燃料模式的工作流程及退出双燃料模式的工作流程，
    进入双燃料模式的工作流程包括如下步骤：
    步骤一：司机选择双燃料模式；
    步骤二：机车加载；
    步骤三：机车微机检测是否满足预先确定好的双燃料使用条件，如果是，则进行步骤三，如否则重复进行此步骤；
    步骤四：发动机电喷控制器向机车微机发出双燃料使能信号；
    步骤五：机车微机控制打开供液切断阀，机车进入双燃料模式；
    退出双燃料模式的工作流程包括如下步骤：
    步骤一：司机选择退出双燃料模式；
    步骤二：机车微机控制关闭供液切断阀，终止从LNG罐中继续向外供液；
    步骤三：机车微机控制关闭进气电磁阀，打开自动放散阀；
    步骤五：微机向发动机控制器发送退出双燃料模式开关信号；
    步骤六：发动机控制器收到退出双燃料模式开关信号；
    步骤七：发动机退出双燃料模式，进入纯燃油工况。
  4. 如权利要求3所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，退出双燃料模式的工作流程中，步骤二执行后，延时一段时间后再执行步骤三。
  5. 如权利要求4所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，退出双燃料模式的工作流程中，步骤二执行后，延时30秒后执行步骤三。
  6. 如权利要求3所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，退出双燃料模式的工作流程中，步骤六执行后，延时一段时间再执行步骤七。
  7. 如权利要求6所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，退出双燃料模式的工作流程中，步骤六执行后，延时30秒后执行步骤七。
  8. 如权利要求3～7任一项所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，步骤六与步骤七之间保持双燃料模式的过程中，检测机车是否满足预先确定好的双燃料使用条件，如不满足，则立即执行步骤七。
  9. 如权利要求3所述的双燃料机车燃料模式切换系统的切换方法，其特征在于，所述双燃料使用条件包括：机油热交换后水温大于40℃、甲烷检测未报警、发动机转速大于发动机设定转速。
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