WO2020143206A1 - 双内燃机组的机车电路及其控制方法、装置、介质及设备 - Google Patents

双内燃机组的机车电路及其控制方法、装置、介质及设备 Download PDF

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Publication number
WO2020143206A1
WO2020143206A1 PCT/CN2019/096299 CN2019096299W WO2020143206A1 WO 2020143206 A1 WO2020143206 A1 WO 2020143206A1 CN 2019096299 W CN2019096299 W CN 2019096299W WO 2020143206 A1 WO2020143206 A1 WO 2020143206A1
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WIPO (PCT)
Prior art keywords
combustion engine
internal combustion
engine group
power
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/096299
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English (en)
French (fr)
Inventor
王位
马晓宁
康明明
吕庆增
李先岭
邢涛
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Zhuzhou Locomotive Co Ltd
Original Assignee
CRRC Zhuzhou Locomotive Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from CN201910016922.4A external-priority patent/CN109552345A/zh
Priority claimed from CN201910016353.3A external-priority patent/CN109488468B/zh
Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Publication of WO2020143206A1 publication Critical patent/WO2020143206A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D25/00—Controlling two or more co-operating engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H02J1/10—Parallel operation of DC sources
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P7/00—Arrangements for regulating or controlling the speed or torque of electric DC motors
    • H02P7/06—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual DC dynamo-electric motor by varying field or armature current
    • H02P7/18—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual DC dynamo-electric motor by varying field or armature current by master control with auxiliary power

Definitions

  • the invention relates to the technical field of rail transit, in particular to a locomotive circuit of a dual internal combustion engine group and a control method, device, medium and equipment thereof.
  • the target power output of the dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the dual internal combustion engine group, the two internal combustion engine groups in the dual internal combustion engine group need to run simultaneously to enable the dual internal combustion engine group to output the target power.
  • the first internal combustion engine group and the second internal combustion engine group in the dual internal combustion engine group output three-phase AC power, the power frequency, voltage value, phase sequence and Only when the phases are the same can the first internal combustion engine group and the second internal combustion engine group be able to achieve communication and grid connection.
  • the output power of the first internal combustion engine group and the second internal combustion engine group cannot be flexibly adjusted, but only the first internal combustion engine group and the second internal combustion engine group Only by running synchronously can the dual internal combustion engine output target power, which results in a single operating mode for the output power of the dual internal combustion engine.
  • the object of the present invention is to provide a method, device, medium, and equipment for controlling the output power of a dual internal combustion engine group, as well as a locomotive circuit and a locomotive control system of the dual internal combustion engine group, so that the dual internal combustion engine unit can output the target power
  • the output power of the first internal combustion engine group and the second internal combustion engine group in the dual internal combustion engine group can also be flexibly adjusted.
  • the specific plan is as follows:
  • a method for controlling the output power of a dual internal combustion engine unit including:
  • the first controllable rectifier and the second controllable rectifier respectively convert the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group into first direct current and second direct current; wherein, the first controllable rectifier The rectifier and the second controllable rectifier are rectifiers respectively connected to the first internal combustion engine group and the second internal combustion engine group in advance;
  • the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group is adjusted so that the first The sum of the output powers output by the internal combustion engine group and the second internal combustion engine group is the target power.
  • the method further includes:
  • the first internal combustion engine group or the second internal combustion engine group is operated so that the first internal combustion engine group or the second internal combustion engine group outputs the target power.
  • the method further includes:
  • the first internal combustion engine group or the second internal combustion engine group is alternately operated at a preset cycle so that the first internal combustion engine group or the second internal combustion engine group outputs the target power.
  • the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group is adjusted so that the sum of the output powers output by the first internal combustion engine group and the second internal combustion engine group is
  • the process of describing the target power includes:
  • the first power is the rated output power of the first internal combustion engine group;
  • the second power is the difference between the target power and the rated output power of the first internal combustion engine group.
  • the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group is adjusted so that the sum of the output powers output by the first internal combustion engine group and the second internal combustion engine group is After describing the target power process, it also includes:
  • the first internal combustion engine group is controlled to output a reduced power
  • the second internal combustion engine group is controlled to output power down until the output power of the second internal combustion engine unit is zero.
  • control device for the output power of a dual internal combustion engine unit including:
  • the power judgment module is used to judge whether the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group;
  • the unit operation module is used to run the first internal combustion engine group and the second internal combustion engine group in the target dual internal combustion engine group if yes;
  • a current conversion module for respectively converting the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group into first DC power and second DC power by using a first controllable rectifier and a second controllable rectifier; wherein, The first controllable rectifier and the second controllable rectifier are rectifiers respectively connected to the first internal combustion engine group and the second internal combustion engine group in advance;
  • a current adjustment module configured to adjust the voltage values of the first direct current and the second direct current to be consistent, so as to realize direct current grid connection of the first internal combustion engine group and the second internal combustion engine group;
  • the power output module is used to adjust the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group when the first internal combustion engine group and the second internal combustion engine group realize the direct current grid connection, Let the sum of the output powers output by the first internal combustion engine group and the second internal combustion engine group be the target power.
  • it also includes:
  • An alternating operation module configured to alternately operate the first internal combustion engine group or the first internal combustion engine at a preset cycle if the target output power required by the target dual internal combustion engine group is less than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group Two internal combustion engine groups, so that the first internal combustion engine group or the second internal combustion engine group outputs the target power.
  • it also includes:
  • the first power reduction module is used to adjust the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group so that the sum of the output powers output by the first internal combustion engine group and the second internal combustion engine group After the process of the target power, when the required output power of the target dual internal combustion engine group is reduced from the target power to zero, the first internal combustion engine group is controlled to output a reduced power;
  • the second power reduction module is configured to control the second internal combustion engine group to perform power reduction output when the output power of the first internal combustion engine group is zero until the output power of the second internal combustion engine unit is zero.
  • the present invention also discloses a computer-readable storage medium, which stores a computer program on the computer-readable storage medium, and when the computer program is executed by the processor, the output power of the dual-combustion engine set as disclosed above is controlled Method steps.
  • control device for the output power of a dual internal combustion engine unit including:
  • Memory used to store computer programs
  • the processor is configured to implement the steps of the method for controlling the output power of the dual-combustion engine set disclosed above when executing the computer program.
  • the invention also discloses a locomotive circuit with dual internal combustion engines, including:
  • a first controllable rectifier for converting the three-phase AC power output by the first internal combustion engine group to the first DC power, for converting the three-phase AC power output by the second internal combustion engine unit to the second DC power, and adjusting the second DC power To a second controllable rectifier consistent with the voltage value of the first direct current;
  • the first internal combustion engine group is connected to the input end of the first controllable rectifier
  • the second internal combustion engine group is connected to the input end of the second controllable rectifier
  • the output end of the first controllable rectifier and the first The output ends of the two controllable rectifiers are respectively connected to the input ends of the traction inverter, and the output ends of the traction inverter are connected to the traction motor.
  • the models of the first controllable rectifier and the second controllable rectifier are the same.
  • the first controlled rectifier and the second controlled rectifier are silicon controlled rectifiers.
  • the silicon controlled rectifier is specifically PFT2014N.
  • the first controllable rectifier and the second controllable rectifier are IGBT rectifiers.
  • the IBGT rectifier is specifically a Transtronic rectifier.
  • it further includes: a third controllable rectifier and a fourth controllable rectifier;
  • the input end of the third controllable rectifier is connected to the input end of the first controllable rectifier, and the output end of the third controllable rectifier is connected to the output end of the first controllable rectifier;
  • the input end of the fourth controllable rectifier is connected to the input end of the second controllable rectifier, and the output end of the fourth controllable rectifier is connected to the output end of the second controllable rectifier.
  • the invention also discloses a locomotive control system, including the locomotive circuit of the dual internal combustion engine group disclosed above.
  • the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine unit in the target dual internal combustion engine group.
  • the internal combustion engine group and the second internal combustion engine group, and the first controllable rectifier and the second controllable rectifier respectively convert the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group into first direct current and second direct current.
  • the voltage values of the first DC power and the second DC power are adjusted to be the same, so that the DC connection of the first internal combustion engine group and the second internal combustion engine group can be realized.
  • the first internal combustion engine group and the second internal combustion engine group realize direct current grid connection, only the sum of the output powers output by the first internal combustion engine group and the second internal combustion engine group needs to be the target power, without the first internal combustion engine group and the second internal combustion engine group Always run synchronously.
  • the first internal combustion engine unit and the second internal combustion engine group must always operate synchronously.
  • the first internal combustion engine group and the second internal combustion engine group The group can adjust the output power output by itself, so that the operation modes of the output power of the first internal combustion engine group and the second internal combustion engine group are more flexible and diverse.
  • a locomotive control device, medium, and equipment for a dual internal combustion engine unit disclosed in the present invention, as well as a locomotive circuit and locomotive control system for a dual internal combustion engine unit also have the above-mentioned beneficial effects.
  • FIG. 1 is a flowchart of a locomotive control method for a dual internal combustion engine unit provided by an embodiment of the present invention
  • FIG. 2 is a structural diagram of a locomotive control device for a dual internal combustion engine unit provided by an embodiment of the present invention
  • FIG. 3 is a structural diagram of a locomotive control device of a dual internal combustion engine unit provided by an embodiment of the present invention
  • FIG. 5 is a structural diagram of a locomotive circuit of a dual internal combustion engine unit provided by an embodiment of the present invention.
  • FIG. 6 is a structural diagram of another locomotive circuit of a dual internal combustion engine unit provided by an embodiment of the present invention.
  • FIG. 7 is a locomotive control circuit diagram of a dual internal combustion engine unit provided by an embodiment of the present invention.
  • FIG. 8 is a schematic diagram of a working mode selection of a dual internal combustion engine unit provided by an embodiment of the present invention.
  • FIG. 9 is a schematic diagram of the first internal combustion engine group in the dual internal combustion engine group provided by the embodiment of the present invention.
  • FIG. 10 is a schematic diagram of the first internal combustion engine group and the second internal combustion engine group simultaneously put into operation provided by an embodiment of the present invention
  • FIG. 11 is a schematic diagram of the first internal combustion engine group put into operation in an automatic operation mode provided by an embodiment of the present invention.
  • FIG. 12 is a schematic diagram of the second internal combustion engine group put into operation in an automatic operation control mode provided by an embodiment of the present invention
  • FIG. 13 is a schematic diagram of the integrated operating power of the first internal combustion engine group and the second internal combustion engine group in the automatic operation control mode provided by the embodiment of the present invention.
  • an embodiment of the present invention discloses a locomotive control method for a dual internal combustion engine group.
  • the method includes:
  • Step S11 determine whether the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group;
  • Step S12 if yes, run the first internal combustion engine group and the second internal combustion engine group in the target dual internal combustion engine group;
  • the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group, at this time, the first internal combustion engine group and the second internal combustion engine unit in the target dual internal combustion engine unit need to be operated simultaneously Only the internal combustion engine group can make the target dual internal combustion engine group output a target power greater than the rated output power of a single internal combustion engine group.
  • Step S13 Using the first controllable rectifier and the second controllable rectifier to convert the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group into first direct current and second direct current, respectively, wherein the first controllable rectifier and the second The two controllable rectifiers are rectifiers which are respectively connected to the first internal combustion engine group and the second internal combustion engine group in advance;
  • the first internal combustion engine group and the second internal combustion engine group Connect the first controllable rectifier and the second controllable rectifier respectively, and then use the first controllable rectifier and the second controllable rectifier respectively to convert the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group to the first Direct current and second direct current.
  • first controllable rectifier and the second controllable rectifier are used to convert the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group into first direct current and second direct current, respectively, the first internal combustion engine group and When the second internal combustion engine group is connected to the grid, there is no need to wait until the power supply voltage value, phase sequence and phase of the three-phase alternating current output by the first internal combustion engine group and the second internal combustion engine group are the same. Only the internal combustion engine can be connected to the grid.
  • Step S14 Adjust the voltage values of the first DC power and the second DC power to be consistent, so as to realize the DC connection of the first internal combustion engine group and the second internal combustion engine group;
  • the second internal combustion engine group is connected to the grid. At this time, it is only necessary to adjust the voltage values of the first direct current and the second direct current to be consistent, and then the first internal combustion engine group and the second internal combustion engine group can be connected to the grid, that is, to achieve DC connection of the first internal combustion engine group and the second internal combustion engine group.
  • the first internal combustion engine group and the second internal combustion engine group When the first internal combustion engine group and the second internal combustion engine group are connected to the grid at the same time, the first internal combustion engine group and the second internal combustion engine group can provide corresponding output power respectively, so that the target dual internal combustion engine group can output more than the rated output of a single internal combustion engine group Power target power.
  • the first controllable rectifier may be used to adjust the voltage value of the first DC power to be consistent with the voltage value of the second DC power
  • the second controllable rectifier may also be used to adjust the voltage value of the second direct current to be consistent with the voltage value of the first direct current.
  • the process of adjusting the voltage values of the first direct current and the second direct current to be consistent is not specifically limited.
  • Step S15 When the first internal combustion engine group and the second internal combustion engine group realize direct current grid connection, adjust the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group so that the first internal combustion engine group and the second internal combustion engine group output The sum of the output power is the target power.
  • the first internal combustion engine group and the second internal combustion engine group are connected to the grid through DC connection, as long as the output of the first internal combustion engine group and the second internal combustion engine group can be greater than the rated output of a single internal combustion engine group
  • the target power of the power is sufficient. That is, the first internal combustion engine group and the second internal combustion engine group can respectively output 50% of the target power, the first internal combustion engine group can output 80% of the target power, the second internal combustion engine group can output 20% of the target power, or the second One internal combustion engine unit outputs 70% of the target power, and the second internal combustion engine unit outputs 30% of the target power.
  • the method in this embodiment can make the operation modes of the output power of the first internal combustion engine group and the second internal combustion engine group more flexible and diverse, so that the performance advantages of the target dual internal combustion engine group can be fully exerted.
  • first internal combustion engine group and the second internal combustion engine group are connected to the grid through direct current
  • such a grid connection method of the first internal combustion engine group and the second internal combustion engine group can also make the first One internal combustion engine group and the second internal combustion engine group can be connected to the grid or cut off the grid in sequence according to the needs of the actual situation.
  • the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine unit in the target dual internal combustion engine group.
  • An internal combustion engine group and a second internal combustion engine group and using the first controllable rectifier and the second controllable rectifier to convert the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group into first direct current and second direct current, respectively.
  • the voltage values of the first DC power and the second DC power are adjusted to be the same, so that the DC connection of the first internal combustion engine group and the second internal combustion engine group can be realized.
  • the first internal combustion engine group and the second internal combustion engine group realize direct current grid connection, only the sum of the output powers output by the first internal combustion engine group and the second internal combustion engine group needs to be the target power, without the first internal combustion engine group and the second internal combustion engine group Always run synchronously.
  • the first internal combustion engine set and the second internal combustion engine set must always be operated synchronously.
  • the first internal combustion engine set and the second internal combustion engine set The internal combustion engine group can adjust the output power output by itself, so that the operation modes of the output power of the first internal combustion engine group and the second internal combustion engine group are more flexible and diverse.
  • step S11 determine whether the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group After the process, it also includes:
  • the first internal combustion engine group or the second internal combustion engine group is operated so that the first internal combustion engine group or the second internal combustion engine group outputs the target power.
  • the target output power required by the target dual internal combustion engine group is less than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group.
  • the first internal combustion engine group or the second internal combustion engine group may be operated alone, so that the output of the first internal combustion engine group or the second internal combustion engine group is less than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group. This can not only reduce the emissions of the dual internal combustion engine group and improve the economic performance of the dual internal combustion engine unit in actual use, but also enable the control method of the output power of the dual internal combustion engine group provided in this application to be applied in more practical scenarios. .
  • step S11 determine whether the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group After the process, it also includes:
  • the first internal combustion engine group or the second internal combustion engine group is alternately operated at a preset cycle, so that the first internal combustion engine group or the second internal combustion engine group outputs the target power.
  • the first internal combustion engine group or the second internal combustion engine group can be operated independently, and, in this embodiment, The first internal combustion engine group or the second internal combustion engine group can be alternately operated at a preset period, so as to reduce the damage caused by a single internal combustion engine unit to the target dual internal combustion engine unit for a long time, and, by the method in this embodiment, The service life of the target dual-combustion engine group is relatively prolonged, thereby increasing the economic value of the target dual-combustion engine group in the actual use process.
  • the preset period may be 2 hours, or 3 hours, or a preset value according to actual conditions. In this embodiment, the duration of the preset period is not limited.
  • this embodiment further describes and optimizes the above embodiment. Specifically, the above steps: adjust the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group so that the first internal combustion engine group and The process that the sum of the output power output by the second internal combustion engine unit is the target power includes:
  • the first power is the rated output power of the first internal combustion engine group; the second power is the difference between the target power and the rated output power of the first internal combustion engine group.
  • a method for adjusting the output power of the first internal combustion engine group and the second internal combustion engine group is provided. Specifically, after the first internal combustion engine group and the second internal combustion engine group are connected to the grid, the first internal combustion engine group can first output the first power, that is, the rated output power of the first internal combustion engine group; then, the second internal combustion engine group The output three-phase AC power is adjusted so that the second internal combustion engine group outputs the second power, that is, the difference between the target power and the rated output power of the first internal combustion engine group. In this way, it is possible to cause the first internal combustion engine group and the second internal combustion engine group to jointly output a target power greater than the rated output power of a single internal combustion engine group, and thereby increase the target dual-engine internal combustion engine output power operating mode.
  • the first internal combustion engine group and the second internal combustion engine group must always be operated at the same time.
  • the emissions of the target dual internal combustion engine group during operation can also be relatively reduced, and further improved.
  • the performance advantage of the target dual-combustion engine is a significant feature that is important to be used for the following reasons.
  • step S15 adjusts the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group so that the first internal combustion engine group After the process that the sum of the output power output by the second internal combustion engine unit is the target power, it also includes:
  • the first internal combustion engine group is controlled to output the reduced power
  • the second internal combustion engine group is controlled to output power down until the output power of the second internal combustion engine unit is zero.
  • the first internal combustion engine group can be controlled to output power down until the output power of the first internal combustion engine group is zero.
  • the second internal combustion engine group is controlled to perform power reduction until the output power of the second internal combustion engine group is zero.
  • the first internal combustion engine group and the second internal combustion engine can be cut off in sequence according to actual requirements, so that the operating modes of the output power of the first internal combustion engine group and the second internal combustion engine group are more in line with the actual operation requirements.
  • the first internal combustion engine group and the second internal combustion engine group can be put into the grid in sequence according to actual needs, and the target dual internal combustion engine group can output a target power greater than the rated output power of the single internal combustion engine group .
  • the first internal combustion engine group and the second internal combustion engine group can be connected to the grid in order to cut off the first internal combustion engine group and the second internal combustion engine in sequence.
  • the operating time of the first internal combustion engine group and the second internal combustion engine group can be relatively balanced, so as to avoid the damage caused to the internal combustion engine group by the long operating time of the single internal combustion engine group, which is also conducive to the daily maintenance of the target dual internal combustion engine group.
  • an embodiment of the present invention also discloses a control device for the output power of a dual internal combustion engine unit, as shown in FIG. 2, including:
  • the power judgment module 21 is used to judge whether the target output power required by the target dual internal combustion engine group is greater than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group;
  • the unit operation module 22 is used to run the first internal combustion engine group and the second internal combustion engine group in the target dual internal combustion engine group if yes;
  • the current conversion module 23 is used to convert the three-phase AC power output by the first internal combustion engine group and the second internal combustion engine group into the first DC power and the second DC power by using the first controllable rectifier and the second controllable rectifier respectively;
  • the controllable rectifier and the second controllable rectifier are rectifiers respectively connected to the first internal combustion engine group and the second internal combustion engine group in advance;
  • the current adjustment module 24 is used to adjust the voltage values of the first DC power and the second DC power to be consistent, so as to realize the DC connection of the first internal combustion engine group and the second internal combustion engine group;
  • the power output module 25 is used to adjust the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group when the first internal combustion engine group and the second internal combustion engine group are connected to the grid, so that the first internal combustion engine group and the second internal combustion engine group The sum of the output power output by the internal combustion engine unit is the target power.
  • control device further includes:
  • the alternating operation module is used to alternately run the first internal combustion engine group or the second internal combustion engine group at a preset cycle if the target output power required by the target dual internal combustion engine group is less than the rated output power of a single internal combustion engine group in the target dual internal combustion engine group
  • the first internal combustion engine group or the second internal combustion engine group outputs the target power.
  • control device further includes:
  • the first power reduction module is used to adjust the three-phase AC power output from the first internal combustion engine group and the second internal combustion engine group so that the sum of the output power output from the first internal combustion engine group and the second internal combustion engine group becomes the target power, when When the required output power of the target dual internal combustion engine group is reduced from the target power to zero, the first internal combustion engine group is controlled to output the reduced power;
  • the second power reduction module is configured to, when the output power of the first internal combustion engine group is zero, control the second internal combustion engine group to output power down until the output power of the second internal combustion engine unit is zero.
  • the embodiments of the present invention also disclose a computer-readable storage medium, which stores a computer program on the computer-readable storage medium.
  • the computer program is executed by the processor, the method for controlling the output power of the dual-combustion engine set disclosed above is realized. step.
  • an embodiment of the present invention also discloses a control device for the output power of a dual internal combustion engine unit, as shown in FIG. 3, including:
  • the memory 31 is used to store a computer program
  • the processor 32 is configured to implement the steps of the method for controlling the output power of the dual-combustion engine set as disclosed above when executing the computer program.
  • FIG. 4 it is a structural diagram of a locomotive circuit of a dual internal combustion engine unit in the prior art.
  • the first internal combustion engine group 11 and the second internal combustion engine group 12 need to supply power to the traction motor at the same time, the first internal combustion engine group 11 will start to connect to the grid first, and the switch K1 in the grid connection cabinet 13 will first close.
  • the switch K2 in the grid connection cabinet 13 can be closed, and the second internal combustion engine group 12 can achieve grid connection. After the second internal combustion engine group 12 is connected to the grid, the first internal combustion engine group 11 and the second internal combustion engine group 12 can simultaneously supply power to the traction motor.
  • the second internal combustion engine group 12 since the second internal combustion engine group 12 is connected to the grid, it must wait until the power frequency, voltage value, phase sequence and phase of the three-phase AC output by the second internal combustion engine group 12 are the same as those of the first internal combustion engine.
  • the second internal combustion engine group 12 can be connected to the grid, resulting in a time lag effect when the second internal combustion engine group 12 is connected to the grid, which cannot make the first internal combustion engine group 11 and the first
  • the second internal combustion engine group 12 quickly responds to the traction power required by the traction motor.
  • FIG. 5 is a structural diagram of a locomotive circuit of a dual internal combustion engine unit provided by an embodiment of the present invention.
  • the locomotive circuit includes:
  • a first controllable rectifier 3 for converting the three-phase AC power output by the first internal combustion engine group 1 into the first DC power, for converting the three-phase AC power output by the second internal combustion engine group 2 into the second DC power, and converting the second DC power Adjusted to the second controllable rectifier 4 consistent with the current value of the first direct current; wherein, the first internal combustion engine group 1 is connected to the input end of the first controllable rectifier 3, and the second internal combustion engine group 2 is connected to the second controllable rectifier 4 The input end is connected, the output end of the first controllable rectifier 3 and the output end of the second controllable rectifier 4 are respectively connected to the input end of the traction inverter, and the output end of the traction inverter is connected to the traction motor.
  • the first internal combustion engine group 1 and the second internal combustion engine group 2 need to jointly supply power to the traction motor At this time, the first internal combustion engine group 1 is connected to the grid first, and the second internal combustion engine group 2 is connected to the grid later.
  • the first controllable rectifier 3 first converts the three-phase AC power output from the first internal combustion engine group 1 into the first DC power, connects to the grid, and supplies power to the traction motor through the rectification of the traction inverter;
  • the two controllable rectifiers 4 convert the three-phase AC power output by the second internal combustion engine group 2 into second DC powers, and the second controllable rectifier 4 also adjusts the voltage value of the second DC power.
  • the second controllable rectifier 4 converts When the voltage value of the second direct current is adjusted to be consistent with the voltage value of the first direct current, the second internal combustion engine group 2 can be connected to the grid; finally, when the second internal combustion engine group 2 is connected to the grid, the first internal combustion engine group 1 and the second internal combustion engine group 2 can be rectified by the traction inverter to jointly supply power to the traction motor.
  • the first and second controllable rectifiers 3 and 4 are used to change the grid connection mode of the first internal combustion engine group 1 and the second internal combustion engine group 2 from AC grid connection to DC parallel connection. network.
  • the power frequency, voltage value, phase sequence and phase of the three-phase alternating current output by the second internal combustion engine group 2 must be the same as that of the first internal combustion engine
  • the waiting time required to connect to the grid can be increased, thereby increasing the speed of grid connection when the second internal combustion engine group 2 is connected to the grid, thereby making the first internal combustion engine group 1 and the The second internal combustion engine group 2 can quickly output the traction power required by the traction motor.
  • the switches K1 and K2 in the prior art grid-connected cabinet are replaced with the first controllable rectifier 3 and the second controllable rectifier 4, the first internal combustion engine group 1 and the second internal combustion engine Group 2 has three power supply modes for traction motors.
  • the first internal combustion engine group 1 or the second internal combustion engine group 2 can separately supply power to the traction motor; if the traction motor requires When the traction power is greater than the output power of the first internal combustion engine group 1 or the second internal combustion engine group 2, at this time, the first internal combustion engine group 1 and the second internal combustion engine group 2 have two power supply modes for the traction motor, that is, one is When the second internal combustion engine group 2 is connected to the grid and the first internal combustion engine group 1 and the second internal combustion engine group 2 jointly supply power to the traction motor, both the first internal combustion engine group 1 and the second internal combustion engine group 2 output the traction motor Half of the traction power is output to power the traction motor; the other is to start the first internal combustion engine group 1 and connect to the grid to provide full power to the traction motor; then, the second controllable rectifier 4 The second DC power output from the internal combustion engine group 2 is adjusted.
  • the second controllable rectifier 4 adjusts the voltage value of the second DC power to be the same as the voltage value of the first DC power
  • the second internal combustion engine group 2 is connected to the grid and connected
  • the traction motor provides the remaining required traction power of the traction motor.
  • the locomotive circuit provided in this embodiment can not only increase the grid connection speed of the second internal combustion engine group 2, but also increase the power supply method of the first internal combustion engine group 1 and the second internal combustion engine group 2 to the traction motor, thereby This makes the power supply method of the double internal combustion engine unit to the traction motor more flexible and diverse.
  • the traction power required by the traction motor is greater than the output power of the first internal combustion engine group 1 or the second internal combustion engine group 2, the first internal combustion engine group 1 and the second internal combustion engine group 2 need to run simultaneously, as The traction motor supplies power, which results in higher emissions of the first internal combustion engine group 1 and the second internal combustion engine group 2 and poor economy.
  • the locomotive circuit provided in this embodiment, by adjusting the first controllable rectifier 3 and the second controllable rectifier 4 to the three-phase AC power output from the first internal combustion engine group 1 and the second internal combustion engine group 2, respectively, You can first let the first internal combustion engine group 1 full power supply the traction motor, and then connect the second internal combustion engine group 2 to the grid to provide the remaining required traction power for the traction motor. When the traction power required by the traction motor decreases At this time, the second internal combustion engine group 2 connected later to the grid can gradually reduce the output power until no power is output. In this way, the emissions of the first internal combustion engine group 1 and the second internal combustion engine group 2 can be relatively reduced, and thus the economic efficiency of the dual internal combustion engine group in practical application can be improved, and the superior performance of the dual internal combustion engine group can be fully utilized.
  • the first internal combustion engine group and the second internal combustion engine group need to supply power to the traction motor at the same time
  • the first internal combustion engine group is started and connected to the grid, and the first controllable rectifier will The three-phase AC power output by an internal combustion engine group is converted into first direct current power, and then the traction inverter rectifies the first direct current power so that the first internal combustion engine unit can supply power to the traction motor; then, the second internal combustion engine unit starts to connect to the grid, The second controllable rectifier converts the three-phase AC power output by the second internal combustion engine unit into second DC power, and adjusts the voltage value of the second DC power to be consistent with the voltage value of the first DC power, the second internal combustion engine unit can be connected Grid connection; After the second internal combustion engine group is connected to the grid, the first internal combustion engine group and the second internal combustion engine group can jointly supply power to the traction motor through the rectification of the traction inverter.
  • the second internal combustion engine unit when the second internal combustion engine unit is connected to the grid, it only needs to adjust the voltage value of the second direct current to the voltage value of the first direct current through the second controllable rectifier ,
  • the second internal combustion engine group can be connected to the grid, thereby avoiding that in the prior art, when the second internal combustion engine group is connected to the grid, the second internal combustion engine group needs to output three-phase AC power output from the first internal combustion engine group The waiting time required by the three-phase alternating current with the same power frequency, voltage value, phase sequence and phase, thereby speeding up the grid connection speed of the second internal combustion engine group, thereby enabling the first internal combustion engine group and the second internal combustion engine group to respond quickly to the traction motor The required traction power.
  • this embodiment further describes and optimizes the technical solution.
  • the first controllable rectifier 3 and the second controllable rectifier 4 have the same model.
  • the first controllable rectifier 3 and the second controllable rectifier 4 are set as controllable rectifiers of the same model. This not only facilitates the unified purchasing of staff in actual operation, but also the output performance parameters of the first controllable rectifier 3 and the second controllable rectifier 4 of the same model, which can further ensure that the locomotive circuit is in operation Stability of output performance.
  • the failed controllable rectifier can also be replaced according to the model of the controllable rectifier that has not failed, thereby saving work Personnel need to find and retrieve the cumbersome steps of the specific model of the controllable rectifier that has failed, thereby improving the work efficiency of the staff.
  • the first controlled rectifier 3 and the second controlled rectifier 4 are silicon controlled rectifiers.
  • the silicon controlled rectifier has the advantages of small size and light weight
  • the first controlled rectifier 3 and the second controlled rectifier 4 are set as silicon controlled rectifiers to reduce the first controlled rectifier 3 and the occupied area of the second controllable rectifier 4 in the locomotive circuit.
  • the thyristor has no mechanical noise during use, which can further improve the user experience of the staff during use.
  • the silicon controlled rectifier is PFT2014N.
  • the silicon controlled rectifier is set to PFT2014N, because PFT2014N has the advantages of high voltage resistance and large surge on-state current, which can make PFT2014N have higher stability and reliability during use.
  • the operating temperature range of PFT2014N is -40 ⁇ +150, and the storage temperature is -40 ⁇ +125, which can make PFT2014N work in various complex application scenarios.
  • the first controllable rectifier 3 and the second controllable rectifier 4 are IGBT rectifiers.
  • the first controllable rectifier 3 and the second controllable rectifier 4 can also set the first controllable rectifier 3 and the second controllable rectifier 4 as IGBT rectifiers, because
  • the IGBT rectifier adopts PWM vector control technology, which can make the input power factor of the first internal combustion engine group and the second internal combustion engine group reach 1.0, so that the energy utilization rate of the first internal combustion engine group and the second internal combustion engine group can be greatly improved.
  • the IGBT rectifier is a Transtronic rectifier.
  • the input power factor of the Transtronic rectifier can reach 0.99. Therefore, when the IGBT rectifier is set as the Transtronic rectifier, the energy utilization rate of the first internal combustion engine group and the second internal combustion engine group can be improved.
  • the Transtronic rectifier can limit the starting current to below the rated current during the starting process, thereby avoiding excessive starting current and damage to other electronic components in the locomotive circuit, thereby improving the operation of the locomotive circuit Safety and reliability in the process.
  • the above-mentioned dual locomotive locomotive circuit further includes:
  • the input end of the third controllable rectifier 5 is connected to the input end of the first controllable rectifier 3, the output end of the third controllable rectifier 5 is connected to the output end of the first controllable rectifier 3; the fourth controllable rectifier 6 The input end of is connected to the input end of the second controllable rectifier 4, and the output end of the fourth controllable rectifier 6 is connected to the output end of the second controllable rectifier 4.
  • a first controllable rectifier 3 and a second controllable rectifier are also provided in the locomotive circuit 4
  • a third controllable rectifier 5 and a fourth controllable rectifier 6 which are mutually redundant.
  • the third controllable rectifier 5 can be used to replace the first controllable rectifier 3; when the second controllable rectifier 4 fails, the fourth controllable rectifier 4 can be used
  • the controllable rectifier 6 replaces the second controllable rectifier 4 so that when the first controllable rectifier 3 or the second controllable rectifier 4 fails, the locomotive circuit of the dual internal combustion engine unit provided in this embodiment can also operate normally. Obviously, the locomotive circuit provided in this embodiment can further ensure the reliability and stability of the locomotive circuit during operation.
  • an embodiment of the present invention also discloses a locomotive control system, including the locomotive circuit of the dual internal combustion engine group disclosed above.
  • FIG. 7 it is a locomotive with dual internal combustion engines provided in this embodiment. Circuit.
  • 01 is the driver controller
  • 02 is the TCU (Traction Control Unit, traction control unit)
  • 03 is the CCU (Communication Control Unit, locomotive control unit)
  • 04 is the first internal combustion engine group
  • 05 is the second internal combustion engine group;
  • the first internal combustion engine group 04 includes: a first ECM (Engine Control Module), a first diesel engine, a first generator, and a first controllable rectifier
  • the second internal combustion engine group 05 includes: a second ECM, a second Diesel engine, second generator and second controllable rectifier.
  • the driver controller 01 controlled by the driver controls the driver stage bits 0 to 100%, corresponding to a first control set of the internal combustion engine 04 and a second set of power output of the engine 05 is 0 ⁇ P a + P b, where, P a + P b is a first group 04 and the second internal combustion engine and the group of 05, i.e., P a + P b traction motor is an internal combustion engine capable of a first group and a second group of the internal combustion engine provided 04 05 Maximum output power.
  • the parameters of each component of the first internal combustion engine group 04 and the second internal combustion engine group 05 are set to be completely consistent.
  • first internal combustion engine group 04 and the second internal combustion engine group 05 After the first internal combustion engine group 04 and the second internal combustion engine group 05 are started, they will control the speed of the first internal combustion engine group 04 and the second internal combustion engine group 05 to run between idle speed and rated speed according to the control command issued by the driver controller. Specifically, the first diesel engine and the second diesel engine respectively drive the first engine and the second engine to output three-phase AC power. Then, the first engine and the second engine output the three-phase AC power to control the first engine and the second engine. Rotating speed.
  • the first controllable rectifier and the second controllable rectifier will convert the three-phase AC power output from the first engine and the second engine to the first DC power and the second DC power, respectively.
  • the first internal combustion engine group 04 and the second internal combustion engine group 05 can realize direct current grid connection.
  • the first ECM in the first internal combustion engine group 04 when the first ECM in the first internal combustion engine group 04 receives the output command of the driver controller 01, it will control the speed of the first engine to run between the idle speed Via and the rated speed Vra. At this time, the first engine Will output idle speed power Pia and rated output power Pra, three-phase minimum voltage Uia and three-phase rated voltage Ura, at this time, the first controllable rectifier will output the minimum DC voltage ULia and rated DC voltage ULra; when the second internal combustion engine group 05 When the second ECM receives the output command from the driver controller 01, it will control the speed of the second engine to run between the idle speed Vib and the rated speed Vrb.
  • the second engine will output the idle speed power Pib and the rated power Prb, The three-phase minimum voltage Uib and the three-phase rated voltage Urb.
  • the second controllable rectifier will output the minimum DC voltage ULib and the rated DC voltage ULrb.
  • rated speed: Vra Vrb
  • idle speed power: Pia Pib
  • rated power: Pra Prb
  • minimum voltage of three-phase alternating current: Uia Uib
  • three-phase rated voltage: Ura Urb
  • the lowest DC voltage of three-phase alternating current: ULia ULib
  • rated DC voltage: ULra ULrb.
  • the first internal combustion engine group 04 and the second internal combustion engine group 05 will have multiple operating modes.
  • the operation modes of the first internal combustion engine group 04 and the second internal combustion engine group 05 are roughly divided into three operation modes, that is, a single-machine operation mode, a dual-machine operation mode, and an automatic operation mode.
  • three corresponding control modes are set in the locomotive control unit 03, that is, a single-machine operation mode, a dual-machine operation mode, and an automatic operation mode, as shown in FIG. 8 Shown.
  • the driver When the dual engine group selects the single engine operation mode, first, the driver will select the "single engine operation mode" on the CCU, and then select "start”. At this time, the first diesel engine in the first engine group 04 will enter the idling operation state, followed by As the driver controller 01 gradually moves from zero to 50%, the output power of the first diesel engine will reach the rated power and rated speed, the first generator will output the three-phase rated voltage, and the first controllable rectifier will output the rated DC Voltage.
  • the output parameters of the dual internal combustion engine group do not change, as shown in FIG. 9, in which the ordinate indicates the first diesel engine
  • the output power of the group (or the output voltage of the first generator or the rectified DC voltage), the abscissa represents the rotation speed of the first diesel engine.
  • the first diesel engine enters the idle state after starting, it will correspond to the output speed Via and the output power Pia.
  • the first generator will output the voltage Uia
  • the first controllable rectifier will output the DC voltage ULia.
  • FIG. 9 it is a schematic diagram of the first internal combustion engine group in the dual internal combustion engine group put into operation. It can be seen from FIG. 9 that when the driver controller 01 gradually moves from zero to 50%, the first diesel engine will output rated power Pra and rated speed Vra, and the first generator will output three-phase rated voltage Ura. A controllable rectifier will output the rated DC voltage ULra. When the driver controller 01 moves again from the 50% level to the full level 100%, the parameters of the output of the dual-combustion engine unit will not change.
  • the driver controller's 0-50% range is effective; the output power of the first internal combustion engine unit and the second internal combustion engine group 05 is not higher than that of a diesel generator set Output Power. It is conceivable that when the dual internal combustion engine unit is in the single engine operating mode, not only can the consumption of energy resources be avoided, but also the exhaust emissions of the dual internal combustion engine unit can be reduced. In addition, when the first internal combustion engine group 04 is in the operating mode and the second internal combustion engine group 05 is in the cold standby state, the reliability of the dual internal combustion engine group during operation can be further improved.
  • the single engine operation of the first internal combustion engine unit 04 is used as an example for description.
  • the single engine operation mode of the second internal combustion engine group 05 is the same as the operating mode of the first internal combustion engine group 04, and is not described here. Repeat again.
  • the first internal combustion engine group 04 and the second internal combustion engine group 05 may be controlled to alternately operate at a certain period, that is, the first During the operation of the internal combustion engine group 04, the second internal combustion engine group 05 is in a cold standby state.
  • the dual internal combustion engine group selects the dual engine operation mode
  • the first diesel engine and the second diesel engine in the first internal combustion engine group 04 and the second internal combustion engine group simultaneously enter the idling operation state.
  • FIG. 10 it is a schematic diagram of the first internal combustion engine group 04 and the second internal combustion engine group 05 being put into operation together. It can be drawn from Fig. 10 that the operating mode characteristics of the dual internal combustion engine unit put into operation are: the first internal combustion engine group 04 and the second internal combustion engine group 05 are both started and connected to the grid, the output power is doubled compared to the single unit, and the driver controller 01 starts from 0 ⁇ 100% level is valid.
  • the operating conditions are suitable for dual-machine traction power operation, that is, the line operation and traction output power will exceed the output power of a single internal combustion engine unit.
  • the dual internal combustion engine group selects the automatic sports mode
  • the first diesel engine and the second diesel engine in the first internal combustion engine group 04 and the second internal combustion engine group 05 will both start, and the driver controller will gradually move from the zero position to the 50% grade position, the first diesel The generator set runs at an increased speed and the output power corresponds to the rated power.
  • the second controllable rectifier is turned off.
  • the second internal combustion engine set 05 does not output power.
  • the level of the driver controller exceeds 50%, the output of the first internal combustion engine set 04 The parameters remain unchanged, and the second internal combustion engine group 05 is put into operation.
  • the driver controller reaches the full position, the output power of the second internal combustion engine group 05 also reaches the rated power, that is, the first internal combustion engine group 04 and the second internal combustion engine group 05 Both are running at rated power.
  • the second internal combustion engine unit 05 when the second internal combustion engine unit 05 is put into operation, the three-phase AC output from the second diesel engine rises from the lowest three-phase voltage to the three-phase rated voltage, and the second controllable rectifier is required to adjust the output DC voltage.
  • the voltage value of the three-phase alternating current output from the first internal combustion engine group 04 is the same, that is, it is always at the rated DC voltage.
  • FIG. 11 is a schematic diagram of the first internal combustion engine group put into operation in the automatic operation mode provided by this embodiment.
  • the driver controller does not exceed the 50% level
  • the second internal combustion engine group 05 is always in the idling state (hot standby state)
  • the second controllable rectifier is always in the output off state
  • the second internal combustion engine Group 05 has no power output.
  • FIG. 12 is a schematic diagram of the second internal combustion engine group put into operation in the automatic operation mode provided by this embodiment.
  • 13 is a schematic diagram of the integrated operating power of the first internal combustion engine group and the second internal combustion engine group in the automatic operation control mode provided by the embodiment of the present invention. It can be seen from FIG.
  • the driver controller sends control commands to the first ECM through the CCU, and various parameters such as the output power of the first internal combustion engine group 04 no longer change;
  • the second controllable rectifier always keeps its output DC voltage consistent with the DC voltage ULra output from the first controllable rectifier, and the speed of the second internal combustion engine group 05 reaches Vib from Vib , The output power reaches the Prb from Pib.
  • the first internal combustion engine group 04 and the second internal combustion engine group 05 may be controlled to alternately operate according to a certain period.
  • the level of the driver controller drops from 100% to 0, you can first control the second internal combustion engine group 05 to reduce the load first.
  • the driver controller is below 50%, the second internal combustion engine group 05 no longer outputs Power, after that, the first internal combustion engine group 04 starts to reduce power until the idling state.
  • the method in this embodiment can not only enable the first internal combustion engine group 04 and the second internal combustion engine group 05 to be sequentially put into operation or sequentially cut off according to the actual power demand of the traction motor, but also can achieve the first internal combustion engine
  • the purpose of the output power of group 04 and second internal combustion engine group 05 is adjusted flexibly.
  • the first internal combustion engine group and the second internal combustion engine group can flexibly adjust the operating modes of the output power of the first internal combustion engine group and the second internal combustion engine group according to the specific needs of the actual situation, so that the target double The operation mode of the output power of the internal combustion engine group is more flexible and diverse, so that the performance advantages of the target dual internal combustion engine group can be fully exerted.

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Abstract

双内燃机组的机车电路及其控制方法、装置、介质及设备，控制方法包括：判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内燃机组的额定输出功率（S11）；若是，则运行第一内燃机组和第二内燃机组（S12）；分别利用第一可控整流器和第二可控整流器将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电（S13）；将第一直流电和第二直流电的电压值调整至一致，以实现第一内燃机组和第二内燃机组的直流并网（S14）；当第一内燃机组和第二内燃机组实现直流并网时，对第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机组和第二内燃机组输出的输出功率之和为目标功率（S15）。

Description

双内燃机组的机车电路及其控制方法、装置、介质及设备
本申请要求于2019年1月8日提交中国专利局、申请号为CN201910016353.3、CN201910016922.4发明名称为“一种双内燃机组输出功率的控制方法、装置、介质及设备”和“一种双内燃机组的机车电路及机车控制系统”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通技术领域，特别涉及一种双内燃机组的机车电路及其控制方法、装置、介质及设备。
背景技术
在轨道交通技术领域，由于双内燃机组的输出功率范围较大，而在实际当中已经有所应用。如果双内燃机组需要输出的目标功率大于双内燃机组中单个内燃机组的额定输出功率时，需要双内燃机组中的两个内燃机组同时运行，才能使得双内燃机组输出目标功率。但是，由于双内燃机组中第一内燃机组和第二内燃机组输出的是三相交流电，所以，只有在第一内燃机组和第二内燃机组输出三相交流电的电源频率、电压值、相序和相位都一致的情况下，第一内燃机组和第二内燃机组才能够实现交流并网。但是，在第一内燃机组和第二内燃机组在交流并网的情况下，第一内燃机组和第二内燃机组各自的输出功率并不能灵活调整，只能是第一内燃机组和第二内燃机组始终同步运行，才能使得双内燃机组输出目标功率，由此导致双内燃机组输出功率的运行模式较为单一。
由此可见，如何一种更好的双内燃机组输出功率的控制方法，以使得双内燃机组能够输出目标功率的同时，也能够灵活调整双内燃机组中第一内燃机组和第二内燃机组各自的输出功率，是本领域技术人员亟待解决的问题。
发明内容
有鉴于此，本发明的目的在于提供一种双内燃机组输出功率的控制方法、装置、介质、设备以及一种双内燃机组的机车电路和机车控制系统，以使得双内燃机组能够输出目标功率的同时，也能够灵活调整双内燃机组中第一内燃机组和第二内燃机组各自的输出功率。其具体方案如下：
一种双内燃机组输出功率的控制方法，包括：
判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率；
若是，则运行所述目标双内燃机组中的第一内燃机组和第二内燃机组；
分别利用第一可控整流器和第二可控整流器将所述第一内燃机组和所述第二内燃机组输出的三相交流电转换为第一直流电和第二直流电；其中，所述第一可控整流器和所述第二可控整流器为预先分别连接在所述第一内燃机组和所述第二内燃机组上的整流器；
将所述第一直流电和所述第二直流电的电压值调整至一致，以实现所述第一内燃机组和所述第二内燃机组的直流并网；
当所述第一内燃机组和所述第二内燃机组实现所述直流并网时，对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率。
优选的，所述判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率的过程之后，还包括：
若否，则运行所述第一内燃机组或所述第二内燃机组，以使所述第一内燃机组或所述第二内燃机组输出所述目标功率。
优选的，所述判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率的过程之后，还包括：
若否，则以预设周期交替运行所述第一内燃机组或所述第二内燃机组，以使所述第一内燃机组或所述第二内燃机组输出所述目标功率。
优选的，所述对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率的过程，包括：
对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机机组和所述第二内燃机组分别输出第一功率和第二功率；其中，所述第一功率为所述第一内燃机组的额定输出功率；所述第二功率为所述目标功率与所述第一内燃机组的额定输出功率的差值。
优选的，所述对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率的过程之后，还包括：
当所述目标双内燃机组所需输出的功率由所述目标功率降为零时，则控制所述第一内燃机组进行降功率输出；
当所述第一内燃机组的输出功率为零时，则控制所述第二内燃机组进行降功率输出，直至所述第二内燃机机组的输出功率为零。
相应的，本发明还公开了一种双内燃机组输出功率的控制装置，包括：
功率判断模块，用于判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率；
机组运行模块，用于若是，则运行所述目标双内燃机组中的第一内燃机组和第二内燃机组；
电流转换模块，用于分别利用第一可控整流器和第二可控整流器将所述第一内燃机组和所述第二内燃机组输出的三相交流电转换为第一直流电和第二直流电；其中，所述第一可控整流器和所述第二可控整流器为预先分别连接在所述第一内燃机组和所述第二内燃机组上的整流器；
电流调整模块，用于将所述第一直流电和所述第二直流电的电压值调整至一致，以实现所述第一内燃机组和所述第二内燃机组的直流并网；
功率输出模块，用于当所述第一内燃机组和所述第二内燃机组实现所述直流并网时，对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率。
优选的，还包括：
交替运行模块，用于若目标双内燃机组所需输出的目标功率小于所述目标双内燃机组中单个内燃机组的额定输出功率，则以预设周期交替运行 所述第一内燃机组或所述第二内燃机组，以使所述第一内燃机组或所述第二内燃机组输出所述目标功率。
优选的，还包括：
第一降功率模块，用于所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率的过程之后，当所述目标双内燃机组所需输出的功率由所述目标功率降为零时，则控制所述第一内燃机组进行降功率输出；
第二降功率模块，用于当所述第一内燃机组的输出功率为零时，则控制所述第二内燃机组进行降功率输出，直至所述第二内燃机机组的输出功率为零。
相应的，本发明还公开了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如前述公开的双内燃机组输出功率的控制方法的步骤。
相应的，本发明还公开了一种双内燃机组输出功率的控制设备，包括：
存储器，用于存储计算机程序；
处理器，用于执行所述计算机程序时实现如前述公开的双内燃机组输出功率的控制方法的步骤。
相应的，本发明还公开了一种双内燃机组的机车电路，包括：
用于将第一内燃机组输出的三相交流电转换为第一直流电的第一可控整流器，用于将第二内燃机组输出的三相交流电转换为第二直流电，并将所述第二直流电调整至与所述第一直流电的电压值一致的第二可控整流器；
其中，第一内燃机组与所述第一可控整流器的输入端连接，第二内燃机组与所述第二可控整流器的输入端连接，所述第一可控整流器的输出端和所述第二可控整流器的输出端分别与牵引逆变器的输入端连接，所述牵引逆变器的输出端与牵引电机连接。
优选的，所述第一可控整流器和第二可控整流器的型号相同。
优选的，所述第一可控整流器和所述第二可控整流器为可控硅整流器。
优选的，所述可控硅整流器具体为PFT2014N。
优选的，第一可控整流器和所述第二可控整流器为IGBT整流器。
优选的，所述IBGT整流器具体为Transtronic整流器。
优选的，还包括：第三可控整流器和第四可控整流器；
其中，所述第三可控整流器的输入端与所述第一可控整流器的输入端连接，所述第三可控整流器的输出端与所述第一可控整流器的输出端连接；所述第四可控整流器的输入端与所述第二可控整流器的输入端连接，所述第四可控整流器的输出端与所述第二可控整流器的输出端连接。
相应的，本发明还公开了一种机车控制系统，包括前述公开的一种双内燃机组的机车电路。
可见，在本发明中，首先是判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内机燃机组的额定输出功率，如果是，则运行目标双内燃机组中的第一内燃机组和第二内燃机组，并且，分别利用第一可控整流器和第二可控整流器将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电。之后，再将第一直流电和第二直流电的电压值调整至一致，从而就可以实现第一内燃机组和第二内燃机组的直流并网。当第一内燃机组和第二内燃机组实现直流并网时，只需要第一内燃机组和第二内燃机组输出的输出功率之和为目标功率即可，而无需第一内燃机组和第二内燃机组始终同步运行。相较于现有技术，双内燃机组在输出目标功率时，必须使得第一内机燃机组和第二内燃机组始终同步运行而言，通过本发明中的方法，第一内燃机组和第二内燃机组可以对自身输出的输出功率进行调整，从而使得第一内燃机组和第二内燃机组输出功率的运行模式更加灵活、多样。相应的，本发明公开的一种双内燃机组的机车控制装置、介质、设备以及一种双内燃机组的机车电路和机车控制系统，同样具有上述有益效果。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地， 下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本发明实施例所提供的一种双内燃机组的机车控制方法的流程图；
图2为本发明实施例所提供的一种双内燃机组的机车控制装置的结构图；
图3为本发明实施例所提供的一种双内燃机组的机车控制设备的结构图；
图4为现有技术当中的双内燃机组的机车电路的结构图；
图5为本发明实施例提供的一种双内燃机组的机车电路的结构图；
图6为本发明实施例提供的另一种双内燃机组的机车电路的结构图；
图7为本发明实施例所提供的一种双内燃机组的机车控制电路图；
图8为本发明实施例所提供的一种双内燃机组的工作模式选择示意图；
图9为本发明实施例所提供的双内燃机组中第一内燃机组投入运行的示意图；
图10为本发明实施例所提供的第一内燃机组和第二内燃机组同时投入运行的示意图；
图11为本发明实施例所提供的在自动运行模式下第一内燃机组投入运行的示意图；
图12为本发明实施例所提供的在自动运行控制模式下第二内燃机组投入运行的示意图；
图13为本发明实施例所提供的在自动运行控制模式下第一内燃机组和第二内燃机组的综合运行功率示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的 范围。
如图1所示，本发明实施例公开了一种双内燃机组的机车控制方法，该方法包括：
步骤S11：判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内燃机组的额定输出功率；
步骤S12：若是，则运行目标双内燃机组中的第一内燃机组和第二内燃机组；
可以理解的是，当目标双内燃机组所需输出的目标功率大于目标双内燃机组中单个内燃机组的额定输出功率时，此时，需要同时运行目标双内机组中的第一内燃机组和第二内燃机组，才能够使得目标双内燃机组输出大于单个内燃机组的额定输出功率的目标功率。
步骤S13：分别利用第一可控整流器和第二可控整流器将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电；其中，第一可控整流器和第二可控整流器为预先分别连接在第一内燃机组和第二内燃机组上的整流器；
由于第一内燃机组和第二内燃机组输出的是三相交流电，在本实施例中，为了实现第一内燃机组和第二内燃机组直流并网，是预先在第一内燃机组和第二内燃机组上分别连接第一可控整流器和第二可控整流器，然后，分别利用第一可控整流器和第二可控整流器分别将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电。
能够想到的是，当利用第一可控整流器和第二可控整流器分别将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电时，第一内燃机组和第二内燃机组在接入并网的过程中，就无需等到第一内燃机组和第二内燃机组输出的三相交流电的电源电压值、相序和相位都一致时，第一内燃机组和第二内燃机组才能够接入并网。
步骤S14：将第一直流电和第二直流电的电压值调整至一致，以实现第一内燃机组和第二内燃机组的直流并网；
因为通过第一可控整流器和第二可控整流器分别将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电，所以，如 果想要实现第一内燃机组和第二内燃机组接入并网，此时，只需要将第一直流电和第二直流电的电压值调整至一致，就可以将第一内燃机组和第二内燃机组接入并网，也即，实现第一内燃机组和第二内燃机组的直流并网。当第一内燃机组和第二内燃机组同时接入并网之后，第一内燃机组和第二内燃机组就可以分别提供相应的输出功率，以使得目标双内燃机组能够输出大于单个内燃机组的额定输出功率的目标功率。
需要说明的是，在将第一直流电和第二直流电的电压值调整至一致的过程中，可以是利用第一可控整流器将第一直流电的电压值调整至与第二直流电的电压值一致，也可以是利用第二可控整流器将第二直流电的电压值调整至与第一直流电的电压值一致，此处，对于第一直流电和第二直流电的电压值调整至一致的过程不作具体限定。
步骤S15：当第一内燃机组和第二内燃机组实现直流并网时，对第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机组和第二内燃机组输出的输出功率之和为目标功率。
可以理解的是，当第一内燃机组和第二内燃机组以直流并网的方式接入并网当中时，只要是能够使得第一内燃机组和第二内燃机组共同输出大于单个内燃机组的额定输出功率的目标功率即可。也即，第一内燃机组和第二内燃机组可以分别输出目标功率的50％，也可以是第一内燃机组输出目标功率的80％，第二内燃机组输出目标功率的20％，还可以是第一内燃机组输出目标功率的70％，第二内燃机组输出目标功率的30％。换句话说，在本实施例中，只要是最终的结果能够使得第一内燃机组和第二内燃机组输出的输出功率之和为目标功率即可，对于第一内燃机组和第二内燃机组各自输出的输出功率的具体数值，在本实施例中不作具体的限定。显然，通过本实施例中的方法，可以使得第一内燃机组和第二内燃机组输出功率的运行模式更加灵活、多样，从而可以充分发挥出目标双内燃机组的性能优势。
而且，在本实施例中，由于第一内燃机组和第二内燃机组是通过直流形式接入并网，所以，通过第一内燃机组和第二内燃机组的此种并网方式， 也可以使得第一内燃机组和第二内燃机组能够根据实际情况的需要，来依次接入并网或切除并网。
可见，在本实施例中，首先是判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内机燃机组的额定输出功率，如果是，则运行目标双内燃机组中的第一内燃机组和第二内燃机组，并且，分别利用第一可控整流器和第二可控整流器将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电。之后，再将第一直流电和第二直流电的电压值调整至一致，从而就可以实现第一内燃机组和第二内燃机组的直流并网。当第一内燃机组和第二内燃机组实现直流并网时，只需要第一内燃机组和第二内燃机组输出的输出功率之和为目标功率即可，而无需第一内燃机组和第二内燃机组始终同步运行。相较于现有技术，双内燃机组在输出目标功率时，必须使得第一内机燃机组和第二内燃机组始终同步运行而言，通过本实施例中的方法，第一内燃机组和第二内燃机组可以对自身输出的输出功率进行调整，从而使得第一内燃机组和第二内燃机组输出功率的运行模式更加灵活、多样。
基于上述实施例，本实施例对技术方案作进一步的说明与优化，具体的，步骤S11：判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内燃机组的额定输出功率的过程之后，还包括：
若否，则运行第一内燃机组或第二内燃机组，以使第一内燃机组或第二内燃机组输出目标功率。
可以理解的是，如果目标双内燃机组所需输出的目标功率小于目标双内燃机组中单个内燃机组的额定输出功率时。此时，可以单独运行第一内燃机组或者是第二内燃机组，以此来使得第一内燃机组或第二内燃机组输出小于目标双内燃机组中单个内燃机组的额定输出功率。这样不仅能够减少双内燃机组的排放量、提高双内燃机组在实际使用过程中的经济性能，而且，也能够使得本申请所提供的双内燃机组输出功率的控制方法应用于更多的实际场景当中。
基于上述实施例，本实施例对技术方案作进一步的说明与优化，具体的，上述步骤S11：判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内燃机组的额定输出功率的过程之后，还包括：
若否，则以预设周期交替运行第一内燃机组或第二内燃机组，以使第一内燃机组或第二内燃机组输出目标功率。
能够想到的是，当目标双内燃机组所需输出的目标功率小于单个内燃机组的额定输出功率时，此时，可以单独运行第一内燃机组或第二内燃机组，并且，在本实施中，还可以以预设周期交替运行第一内燃机组或第二内燃机组，以此来减少单个内燃机组长时间运行而对目标双内燃机组所造成的损伤，并且，通过本实施例中的方法，也可以相对延长目标双内燃机组的使用寿命，从而提高目标双内燃机组在实际使用过程中的经济价值。此处，预设周期可以是2小时，也可以3小时，或者是根据实际情况而预先设置的数值，本实施例对预设周期的时长不作限定。
基于上述实施例，本实施例对上述实施例作进一步的说明与优化，具体的，上述步骤：对第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机组和第二内燃机组输出的输出功率之和为目标功率的过程，包括：
对第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机机组和第二内燃机组分别输出第一功率和第二功率；
其中，第一功率为第一内燃机组的额定输出功率；第二功率为目标功率与第一内燃机组的额定输出功率的差值。
在本实施例中，是提供了一种对第一内燃机组和第二内燃机组的输出功率进行调整的方法。具体的，当第一内燃机组和第二内燃机组接入并网以后，可以先让第一内燃机组输出第一功率，也即，第一内燃机组的额定输出功率；然后，对第二内燃机组输出的三相交流电进行调整，让第二内燃机组输出第二功率，也即，目标功率与第一内燃机组的额定输出功率的差值。这样一来，就可以使得第一内燃机组和第二内燃机组共同输出大于单个内燃机组的额定输出功率的目标功率，并由此来增加目标双内燃机组 输出功率的运行模式。
相较于现有技术当中，必须始终同时运行第一内燃机组和第二内燃机组而言，通过本实施例中的方法，还可以相对减少目标双内燃机组在运行过程中的排放量，进一步提高目标双内燃机组的性能优势。
基于上述实施例，本实施例对上述技术方案作进一步的说明与优化，具体的，上述步骤S15：对第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机组和第二内燃机组输出的输出功率之和为目标功率的过程之后，还包括：
当目标双内燃机组所需输出的功率由目标功率降为零时，则控制第一内燃机组进行降功率输出；
当第一内燃机组的输出功率为零时，则控制第二内燃机组进行降功率输出，直至第二内燃机机组的输出功率为零。
在实际应用当中，如果目标双内燃机组所需输出的功率由目标功率降为零时，此时，可以先控制第一内燃机组进行降功率输出，直至第一内燃机组的输出功率为零。之后，再控制第二内燃机组进行降功率输出，直至第二内燃机组的输出功率为零。这样一来，就可以使得第一内燃机组和第二内燃机按照实际需求依次切除运行，从而使得第一内燃机组和第二内燃机组输出功率的运行模式更加符合实际运行的需求。
此外，在双内燃机组的运行过程中，还可以根据实际需求依次将第一内燃机组和第二内燃机组投入并网，并使得目标双内燃机组能够输出大于单个内燃机组的额定输出功率的目标功率。当目标双内燃机组需要停止运行时，还可以按照第一内燃机组和第二内燃机组接入并网的顺序，来依次将第一内燃机组和第二内燃机组从并网当中切除，这样一来，就可以相对均衡第一内燃机组和第二内燃机组的运行时间，从而也避免单个内燃机组的运行时间过长而对内燃机组所造成的损伤，这样也有利于目标双内燃机组的日常保养。
相应的，本发明实施例还公开了一种双内燃机组输出功率的控制装置，如图2所示，包括：
功率判断模块21，用于判断目标双内燃机组所需输出的目标功率是否大于目标双内燃机组中单个内燃机组的额定输出功率；
机组运行模块22，用于若是，则运行目标双内燃机组中的第一内燃机组和第二内燃机组；
电流转换模块23，用于分别利用第一可控整流器和第二可控整流器将第一内燃机组和第二内燃机组输出的三相交流电转换为第一直流电和第二直流电；其中，第一可控整流器和第二可控整流器为预先分别连接在第一内燃机组和第二内燃机组上的整流器；
电流调整模块24，用于将第一直流电和第二直流电的电压值调整至一致，以实现第一内燃机组和第二内燃机组的直流并网；
功率输出模块25，用于当第一内燃机组和第二内燃机组实现直流并网时，对第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机组和第二内燃机组输出的输出功率之和为目标功率。
优选的，上述控制装置还包括：
交替运行模块，用于若目标双内燃机组所需输出的目标功率小于目标双内燃机组中单个内燃机组的额定输出功率，则以预设周期交替运行第一内燃机组或第二内燃机组，以使第一内燃机组或第二内燃机组输出目标功率。
优选的，上述控制装置还包括：
第一降功率模块，用于第一内燃机组和第二内燃机组输出的三相交流电进行调整，以使第一内燃机组和第二内燃机组输出的输出功率之和为目标功率的过程之后，当目标双内燃机组所需输出的功率由目标功率降为零时，则控制第一内燃机组进行降功率输出；
第二降功率模块，用于当第一内燃机组的输出功率为零时，则控制第二内燃机组进行降功率输出，直至第二内燃机机组的输出功率为零。
相应的，本发明实施例还公开了一种计算机可读存储介质，计算机可读存储介质上存储有计算机程序，计算机程序被处理器执行时实现如前述公开的双内燃机组输出功率的控制方法的步骤。
相应的，本发明实施例还公开了一种双内燃机组输出功率的控制设备，如图3所示，包括：
存储器31，用于存储计算机程序；
处理器32，用于执行所述计算机程序时实现如前述公开的双内燃机组输出功率的控制方法的步骤。
为了使得本领域技术人员更为清楚、直观地理解到本申请所公开的双内燃机组输出功率控制方法的原理，以下通过具体的双内燃机组的机车电路进行详细说明。
如图4所示，是现有技术当中的双内燃机组的机车电路的结构图。在该机车电路当中，当第一内燃机组11和第二内燃机组12需要同时向牵引电机进行供电时，第一内燃机组11会先起动并网，并网柜13中的开关K1会先闭合，以使得第一内燃机组11可以先对牵引电机进行供电；在第二内燃机组12后接入并网的过程中，只有并网柜13检测到第二内燃机组12输出的三相交流电的电源频率、电压值、相序和相位与第一内燃机组11输出的三相交流电的对应参数一致时，并网柜13中的开关K2才能够闭合，第二内燃机组12才能够实现并网。当第二内燃机组12接入并网之后，第一内燃机组11和第二内燃机组12就可以同时对牵引电机进行供电。但是，在此种供电方式下，由于第二内燃机组12接入并网的过程中，必须等到第二内燃机组12输出的三相交流电的电源频率、电压值、相序和相位与第一内燃机组11输出的三相交流电的对应参数一致时，第二内燃机组12才能够接入并网，从而导致第二内燃机组12接入并网存在时间滞后效应，无法使得第一内燃机组11和第二内燃机组12快速响应牵引电机所需的牵引功率。
所以，本申请的另一目的是提供一种更好的双内燃机组的机车电路，以使得第一内燃机组和第二内燃机组能够快速输出牵引电机所需的牵引功 率。请参见图5，图5为本发明实施例所提供的一种双内燃机组的机车电路的结构图，该机车电路包括：
用于将第一内燃机组1输出的三相交流电转换为第一直流电的第一可控整流器3，用于将第二内燃机组2输出的三相交流电转换为第二直流电，并将第二直流电调整至与第一直流电的电流值一致的第二可控整流器4；其中，第一内燃机组1与第一可控整流器3的输入端连接，第二内燃机组2与第二可控整流器4的输入端连接，第一可控整流器3的输出端和第二可控整流器4的输出端分别与牵引逆变器的输入端连接，牵引逆变器的输出端与牵引电机连接。
在本实施例中，当牵引电机所需的牵引功率大于第一内燃机组1或者是第二内燃机组2的输出功率时，需要第一内燃机组1和第二内燃机组2共同为牵引电机进行供电，此时，第一内燃机组1先接入并网，第二内燃机组2后接入并网。具体的，第一可控整流器3首先是将第一内燃机组1输出的三相交流电转换为第一直流电，接入并网，并通过牵引逆变器的整流为牵引电机进行供电；之后，第二可控整流器4将第二内燃机组2输出的三相交流电转换为第二直流电，并且，第二可控整流器4也会对第二直流电的电压值进行调整，当第二可控整流器4将第二直流电的电压值调整到与第一直流电的电压值一致时，第二内燃机组2就可以接入并网；最后，当第二内燃机组2接入到并网当中时，第一内燃机组1和第二内燃机组2就可以通过牵引逆变器进行整流，共同对牵引电机进行供电。
换句话说，在本实施例中，是通过第一可控整流器3和第二可控整流器4，将第一内燃机组1和第二内燃机组2的并网方式由交流并网改为直流并网。这样一来，就可以避免现有技术当中，第二内燃机组2在接入并网时，第二内燃机组2输出的三相交流电的电源频率、电压值、相序和相位必须与第一内燃机组1输出的三相交流电的对应参数一致时，才能接入并网所需要的等待时间，从而提高了第二内燃机组2接入并网时的并网速度，进而使得第一内燃机组1和第二内燃机组2能够快速输出牵引电机所需的牵引功率。而且，在本实施例中，当将现有技术中并网柜中的开关K1和开关K2替换为第一可控整流器3和第二可控整流器4时，第一内燃机组1和第二内燃机组2 对牵引电机有三种供电方式。
具体的，当牵引电机所需牵引功率小于第一内燃机组1或者是第二内燃机组2时，第一内燃机组1或第二内燃机组2就可以单独对牵引电机进行供电；如果牵引电机所需的牵引功率大于第一内燃机组1或者是第二内燃机组2的输出功率时，此时，第一内燃机组1和第二内燃机组2对牵引电机有两种供电方式，也即，一种是当第二内燃机组2接入并网时，第一内燃机组1和第二内燃机组2共同对牵引电机进行供电的过程中，第一内燃机组1和第二内燃机组2均输出牵引电机所需输出牵引功率的一半，以此来对牵引电机进行供电；另一种是先让第一内燃机组1起动并网，对牵引电机进行满功率供电；然后，通过第二可控整流器4对第二内燃机组2输出的第二直流电进行调整，当第二可控整流器4将第二直流电的电压值调整至和第一直流电的电压值一致时，第二内燃机组2接入并网当中，并向牵引电机提供牵引电机剩余所需的牵引功率。显然，通过本实施例中所提供的机车电路，不仅可以提高第二内燃机组2的并网速度，并且，也可以增加第一内燃机组1和第二内燃机组2对牵引电机的供电方式，从而使得双内燃机组对牵引电机的供电方式更加灵活、多样。
此外，在现有技术当中，如果牵引电机所需的牵引功率大于第一内燃机组1或者是第二内燃机组2的输出功率时，第一内燃机组1和第二内燃机组2需要同时运行，为牵引电机进行供电，由此导致第一内燃机组1和第二内燃机组2的排放量较高，经济性较差。但是，如果按照本实施例中所提供的机车电路，通过对第一可控整流器3和第二可控整流器4分别对第一内燃机组1和第二内燃机组2输出的三相交流电进行调整，就可以先让第一内燃机组1满功率为牵引电机进行供电，之后，让第二内燃机组2接入并网，为牵引电机提供剩余所需的牵引功率，当牵引电机所需要的牵引功率降低时，后接入并网的第二内燃机组2又可以逐步降低输出功率直至不输出功率。这样一来，就可以相对减少第一内燃机组1和第二内燃机组2的排放量，并由此提高双内燃机组在实际应用中的经济性，充分发挥出双内燃机组的优势性能。
在本实施例中，当第一内燃机组和第二内燃机组需要同时对牵引电机 进行供电时，在该机电路当中，首先，是第一内燃机组起动并网，第一可控整流器会将第一内燃机组输出的三相交流电转换为第一直流电，之后，牵引逆变器对第一直流电进行整流，以使得第一内燃机组可以对牵引电机进行供电；然后，第二内燃机组起动并网，第二可控整流器会将第二内燃机组输出的三相交流电转换为第二直流电，并将第二直流电的电压值调整到与第一直流电的电压值一致时，第二内燃机组就能够接入并网；当第二内燃机组接入并网之后，第一内燃机组和第二内燃机组就能够通过牵引逆变器的整流，共同为牵引电机进行供电。通过本实施例中所提供的机车电路，第二内燃机组在接入并网的过程中，只需要通过第二可控整流器将第二直流电的电压值调整至与第一直流电的电压值一致时，就可以使得第二内燃机组接入并网，由此避免了现有技术当中，第二内燃机组在接入并网过程中，第二内燃机组需要输出与第一内燃机组输出的三相交流电的电源频率、电压值、相序和相位一致的三相交流电所需要的等待时间，从而加快了第二内燃机组的并网速度，进而使得第一内燃机组和第二内燃机组能够快速响应牵引电机所需的牵引功率。
基于上述实施例，本实施例对技术方案作进一步的说明与优化，具体的，第一可控整流器3和第二可控整流器4的型号相同。
在本实施例中，是将第一可控整流器3和第二可控整流器4设置为型号相同的可控整流器。这样不仅能够方便工作人员在实际操作当中的统一采购，而且，型号相同的第一可控整流器3和第二可控整流器4，其输出性能参数相同，由此可以进一步保证机车电路在运行过程中输出性能的稳定性。并且，当第一可控整流器3或者是第二可控整流器4发生故障时，还可以根据未发生故障的可控整流器的型号来对发生故障的可控整流器进行替换，由此省去了工作人员需要查找、检索发生故障的可控整流器的具体型号的繁琐步骤，由此提高了工作人员的工作效率。
作为一种优选的实施方式，第一可控整流器3和第二可控整流器4为可控硅整流器。
由于可控硅整流器具有体积小、质量轻的优点，所以，在本实施中，是将第一可控整流器3和第二可控整流器4设置为可控硅整流器，以减少第一可控整流器3和第二可控整流器4在机车电路中的占用面积。并且，可控硅整流器在使用过程中无机械噪声，这样可以进一步提高工作人员在使用过程中的用户体验。
具体的，可控硅整流器为PFT2014N。
在本实施例中，是将可控硅整流器设置为PFT2014N，因为PFT2014N具有耐高压、浪涌通态电流大等优点，可以使得PFT2014N在使用过程中具有较高的稳定性与可靠性。并且，PFT2014N的工作温度范围为-40～+150，存储温度为-40～+125，可以使得PFT2014N可以工作在各种复杂的应用场景当中。
基于上述实施例，本实施例对技术方案作进一步的说明与优化，作为一种优选的实施方式，第一可控整流器3和第二可控整流器4为IGBT整流器。
在实际应用当中，除了可以将第一可控整流器3和第二可控整流器4设置为可控硅整流器，还可以将第一可控整流器3和第二可控整流器4设置为IGBT整流器，因为IGBT整流器采用PWM矢量控制技术，可以使得第一内燃机组和第二内燃机组的输入功率因素达到1.0，这样一来，就可以大大提高第一内燃机组和第二内燃机组的能源利用率。
具体的，IGBT整流器为Transtronic整流器。
经过大量实践数据验证，Transtronic整流器的输入功率因数可以达到0.99，所以，将IGBT整流器设置为Transtronic整流器时，可以提高第一内燃机组和第二内燃机组对于能源的利用率。并且，Transtronic整流器在启动过程中，可以将启动电流限制在额定电流以下，由此可以避免启动电流过大，而对机车电路中其它电子元器件所造成的损伤，由此提高了机车电路在运行过程中的安全性与可靠性。
基于上述实施例，本实施例对技术方案作进一步的说明与优化，如图6所示，具体的，上述的双内燃机组的机车电路还包括：
第三可控整流器5和第四可控整流器6；
其中，第三可控整流器5的输入端与第一可控整流器3的输入端连接，第三可控整流器5的输出端与第一可控整流器3的输出端连接；第四可控整流器6的输入端与第二可控整流器4的输入端连接，第四可控整流器6的输出端与第二可控整流器4的输出端连接。
如图6所示，在本实施例中，为了进一步提高双内燃机组的机车电路在运行过程中的稳定性，还在该机车电路中设置了与第一可控整流器3和第二可控整流器4互为冗余结构的第三可控整流器5和第四可控整流器6。这样一来，当第一可控整流器3发生故障时，就可以利用第三可控整流器5来替换第一可控整流器3；当第二可控整流器4发生故障时，就可以利用第四可控整流器6来替换第二可控整流器4，从而使得第一可控整流器3或第二可控整流器4发生故障时，本实施例所提供的双内燃机组的机车电路也可以正常运行。显然，通过本实施例所提提供的机车电路，可以进一步保证机车电路在运行过程中的可靠性与稳定性。
相应的，本发明实施例还公开了一种机车控制系统，包括前述公开的一种双内燃机组的机车电路。
基于上述实施例所公开的内容，本实施例通过一个实际当中的具体应用场景对上述公开的内容作进一步的说明，如图7所示，是本实施例所提供的一种双内燃机组的机车电路。图7当中，01为司机控制器，02为TCU(Traction Control Unit，牵引控制单元)，03为CCU(Communication Control Unit，机车控制单元)，04为第一内燃机组，05为第二内燃机组；其中，第一内燃机组04包括：第一ECM(Engine Control Module，发动机控制模块)、第一柴油机、第一发电机和第一可控整流器；第二内燃机组05包括：第二ECM、第二柴油机、第二发电机和第二可控整流器。
在该机车电路当中，司机控制器01由司机控制，司机控制器的控制级 位为0～100％，对应控制第一内燃机组04和第二内燃机组05的功率输出为0～P a+P b，其中，P a+P b为第一内燃机组04和第二内燃机组05之和，也即，P a+P b是牵引电机能够为第一内燃机组04和第二内燃机组05提供的最大输出功率。在本实施例中，为了保证该机车电路在运行过程中的稳定性，是将第一内燃机组04和第二内燃机组05的各个部件的参数设置得完全一致。当第一内燃机组04和第二内燃机组05在起动之后，会根据司机控制器发出的控制指令，控制第一内燃机组04和第二内燃机组05的转速在怠速和额定转速之间运行。具体的，第一柴油机和第二柴油机会分别带动第一发动机和第二发动机输出三相交流电，然后，通过第一发动机和第二发动机输出的三相交流电来控制第一发动机和第二发动机的转速。
与此同时，第一可控整流器和第二可控整流器会分别将第一发动机和第二发动机输出的三相交流电转换为第一直流电和第二直流电，并且，当第二可控整流器将第二直流电的电压值调整至与第一直流电的电压值一致时，第一内燃机组04和第二内燃机组05就可以实现直流并网。
在实际操作当中，当第一内燃机组04中的第一ECM接收到司机控制器01的输出指令时，会控制第一发动机的转速在怠速Via和额定转速Vra间运行，此时，第一发动机会输出怠速功率Pia和额定输出功率Pra、三相最低电压Uia和三相额定电压Ura，此时，第一可控整流器会输出最低直流电压ULia和额定直流电压ULra；当第二内燃机组05中的第二ECM在接收到司机控制器01的输出指令时，会控制第二发动机的转速在怠速Vib和额定转速Vrb间运行，此时，第二发动机会对应输出怠速功率Pib和额定功率Prb、三相最低电压Uib和三相额定电压Urb，此时，第二可控整流器会输出最低直流电压ULib和额定直流电压ULrb。
在上述参数当中，怠速转速：Via＝Vib，额定转速：Vra＝Vrb，怠速功率：Pia＝Pib，额定功率：Pra＝Prb，三相交流电的最低电压：Uia＝Uib，三相额定电压：Ura＝Urb，三相交流电的最低直流电压：ULia＝ULib，额定直流电压：ULra＝ULrb。
在本实施例所提供的机车电路中，第一内燃机组04和第二内燃机组05会有多种运行模式，根据第一内燃机组04和第二内燃机组05所需输出的目 标功率，在本实施例中大致将第一内燃机组04和第二内燃机组05的运行方式分为三种运行模式，也即，单机运行模式、双机运行模式和自动运行模式。并且，在本实施例中，为了方便司机的操作运行，是在机车控制单元03中设置了三种对应的控制模式，也即，单机运行模式、双机运行模式和自动运行模式，如图8所示。
当双内燃机组选择单机运行模式时，首先，司机会在CCU上选择“单机运行模式”，再选择“起动”，此时，第一内燃机组04中的第一柴油机会进入怠速运行状态，随着司机控制器01从零位逐步移动至50％级位时，第一柴油机的输出功率会达到额定功率和额定转速，第一发电机会输出三相额定电压，第一可控整流器会输出额定直流电压。
在此过程中，司机控制器01从50％级位再度移至满级位100％时，双内燃机组的输出参数无变化，如图9所示，在图9当中，纵坐标表示第一柴油机组的输出功率(或者是第一发电机的输出电压或整流后的直流电压)，横坐标表示第一柴油机的转速。具体的，当第一柴油机起动后，进入怠速状态，会对应输出转速Via、输出功率Pia，此时，第一发电机会输出电压Uia，第一可控整流器会输出直流电压ULia。
如图9所示，是双内燃机组中第一内燃机组投入运行的示意图。从图9当中可以看出，当司机控制器01从零位逐步移动至50％级位时，第一柴油机会输出额定功率Pra、额定转速Vra，第一发电机会输出三相额定电压Ura，第一可控整流器会输出额定直流电压ULra，当司机控制器01从50％级位再度移动至满级位100％时，双内燃机组的输出的参数无变化。
由此可见，当双内燃机组处于单机运行模式时，司机控制器0～50％级位范围有效；第一内机燃机组和第二内燃机组05输出的功率不高于一台柴油发电机组的输出功率。能够想到的是，当双内燃机组处于单机运行模式时，不仅可以避免对能量资源的消耗，而且，也可以降低双内燃机组的尾气排放量。此外，当第一内燃机组04处于运行模式，第二内燃机组05处于冷备状态，可以进一步提升双内燃机组在运行当中的可靠性。
需要说明的是，在本实施例中，是第一内机燃机组04的单机运行为例进行说明，第二内燃机组05的单机运行模式与第一内燃机组04的运行模式 一致，在此不再赘述。并且，在实际应用当中，为了保证第一内燃机组04和第二内燃机组05的运行时间相同，可以控制第一内燃机组04和第二内燃机组05以一定的周期交替运行，也即，第一内燃机组04运行期间，第二内燃机组05处于冷备状态。
当双内燃机组选择双机运行模式时，第一内燃机组04和第二第内燃机组中的第一柴油机和第二柴油机会同时进入怠速运行状态。此时，第一内燃机组04和第二内燃机组05会同时为牵引电机提供牵引功率，也即，第一柴油机和第二柴油机会共同输出怠速功率Pi(Pi＝Pia+Pib)、怠速Vi(Vi＝Via＝Pib)。当司机控制器01从零位逐步移动至满级位置100％时，第一内燃机组04和第二内燃机组05会输出额定功率Pr(Pr＝Pra+Prb)及额定转速Vr(Vr＝Vra＝Vrb)，第一发电机和第二发电机会同时输出三相额定电压Ur(Ur＝Ura＝Urb)，第一可控整流器和第二可控整流器输出额定直流电压ULr(ULra＝ULrb＝ULr)。
如图10所示，是第一内燃机组04和第二内燃机组05共同投入运行的示意图。从图10可以得出双内燃机组投入运行的工作模式特点是：第一内燃机组04和第二内燃机组05都起动且并网运行，输出功率比单机组增加一倍，司机控制器01从0～100％级位有效。作业工况适用于双机牵引功率运行，也即，线路作业和牵引输出功率会超过单个内燃机组输出功率的情况。
当双内燃机组选择自动运动模式，第一内燃机组04和第二内燃机组05中的第一柴油机和第二柴油机均会起动，司机控制器从零位逐步移动至50％级位，第一柴油发电机组提速运行且输出功率对应达到额定功率，第二可控整流器关闭，第二内燃机组05不输出功率，当司机控制器的级位超过50％后，第一内燃机组04输出的各项输出参数保持不变，第二内燃机组05投入运行，当司机控制器达到满级位时，第二内燃机组05的输出功率也达到额定功率，也即，第一内燃机组04和第二内燃机组05都运行在额定功率状态。
需要说明的是，当第二内燃机组05投入运行时，第二柴油机输出的三相交流电从三相最低电压升至三相额定电压过程中，需要第二可控整流器调节其输出的直流电压始终与第一内燃机组04输出的三相交流电的电压值 相同，也即，始终处于额定直流电压。
图11为本实施例所提供的在自动运行模式下第一内燃机组投入运行的示意图。从图11当中可以看出，当司机控制器没有超过50％级位前，第二内燃机组05始终处于怠速运行状态(热备状态)，第二可控整流器始终处于输出关闭状态，第二内燃机组05无功率输出。
图12为本实施例所提供的在自动运行模式下第二内燃机组投入运行的示意图。图13为本发明实施例所提供的在自动运行控制模式下第一内燃机组和第二内燃机组的综合运行功率示意图。从图12当中可以看出，当司机控制器超过50％级位后，司机控制器通过CCU发送控制指令至第一ECM，第一内燃机组04的输出功率等各项参数不再发生变化；当司机控制器的级位从50％移动至100％时，第二可控整流器始终保持其输出直流电压与第一可控整流器输出的直流电压ULra一致，第二内燃机组05的转速从Vib达到Vrb，输出功率从Pib到达Prb。
需要说明的是，为了保证第一内燃机组04和第二内燃机组05运行的时间基本相同，可以控制第一内燃机组04和第二内燃机组05按照一定周期交替运行。此外，当司机控制器的级位从100％开始降至0的过程中，可以先控制第二内燃机组05首先减载，当司机控制器低于50％后，第二内燃机组05不再输出功率，之后，第一内燃机组04开始减功率直至怠速状态。
从以上分析可知，在自动运行模式下，随着牵引电机所需输出功率逐步增加，首先投入的第一内燃机组04进入满功率运行模式并维持，之后，处于热备用状态的第二内燃机组05投入运行，并且，第二内燃机组05的输出功率随着牵引电机所需输出功率增加而增加，直至第二内燃机组05满功率输出；当牵引电机所需输出的牵引功率逐步降低时，后投入运行的第二内燃机组05的输出功率又可以相应的减少，直至第二内燃机组05的输出功率为零。可见，通过本实施例中的方法，不仅可以使得第一内燃机组04和第二内燃机组05根据牵引电机的实际功率需求来依次投入运行或者是依次切除运行，并且，也可以达到对第一内燃机组04和第二内燃机组05输出功率进行灵活调整的目的。
显然，通过本实施例中的方法，第一内燃机组和第二内燃机组可以根 据实际情况的具体需要，来灵活调整第一内燃机组和第二内燃机组输出功率的运行模式，从而可以使得目标双内燃机组输出功率的运行模式更加灵活、多样，由此就可以充分发挥出目标双内燃机组的性能优势。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其它实施例的不同之处，各个实施例之间相同或相似部分互相参见即可。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。
最后，还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
以上对本发明所提供的一种双内燃机组的机车电路及其控制方法、装置、介质及设备进行了详细介绍，本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处，综上所述，本说明书内容不应理解为对本发明的限制。

Claims (18)

  1. 一种双内燃机组输出功率的控制方法，其特征在于，包括：
    判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率；
    若是，则运行所述目标双内燃机组中的第一内燃机组和第二内燃机组；
    分别利用第一可控整流器和第二可控整流器将所述第一内燃机组和所述第二内燃机组输出的三相交流电转换为第一直流电和第二直流电；其中，所述第一可控整流器和所述第二可控整流器为预先分别连接在所述第一内燃机组和所述第二内燃机组上的整流器；
    将所述第一直流电和所述第二直流电的电压值调整至一致，以实现所述第一内燃机组和所述第二内燃机组的直流并网；
    当所述第一内燃机组和所述第二内燃机组实现所述直流并网时，对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率。
  2. 根据权利要求1所述的控制方法，其特征在于，所述判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率的过程之后，还包括：
    若否，则运行所述第一内燃机组或所述第二内燃机组，以使所述第一内燃机组或所述第二内燃机组输出所述目标功率。
  3. 根据权利要求1所述的控制方法，其特征在于，所述判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率的过程之后，还包括：
    若否，则以预设周期交替运行所述第一内燃机组或所述第二内燃机组，以使所述第一内燃机组或所述第二内燃机组输出所述目标功率。
  4. 根据权利要求1所述的控制方法，其特征在于，所述对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率的过程，包括：
    对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机机组和所述第二内燃机组分别输出第一功率和第二功率；其中，所述第一功率为所述第一内燃机组的额定输出功率；所述第二功率为所述目标功率与所述第一内燃机组的额定输出功率的差值。
  5. 根据权利要求1至4任一项所述的方法，其特征在于，所述对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率的过程之后，还包括：
    当所述目标双内燃机组所需输出的功率由所述目标功率降为零时，则控制所述第一内燃机组进行降功率输出；
    当所述第一内燃机组的输出功率为零时，则控制所述第二内燃机组进行降功率输出，直至所述第二内燃机机组的输出功率为零。
  6. 一种双内燃机组输出功率的控制装置，其特征在于，包括：
    功率判断模块，用于判断目标双内燃机组所需输出的目标功率是否大于所述目标双内燃机组中单个内燃机组的额定输出功率；
    机组运行模块，用于若是，则运行所述目标双内燃机组中的第一内燃机组和第二内燃机组；
    电流转换模块，用于分别利用第一可控整流器和第二可控整流器将所述第一内燃机组和所述第二内燃机组输出的三相交流电转换为第一直流电和第二直流电；其中，所述第一可控整流器和所述第二可控整流器为预先分别连接在所述第一内燃机组和所述第二内燃机组上的整流器；
    电流调整模块，用于将所述第一直流电和所述第二直流电的电压值调整至一致，以实现所述第一内燃机组和所述第二内燃机组的直流并网；
    功率输出模块，用于当所述第一内燃机组和所述第二内燃机组实现所述直流并网时，对所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率。
  7. 根据权利要求6所述的装置，其特征在于，还包括：
    交替运行模块，用于若目标双内燃机组所需输出的目标功率小于所述目标双内燃机组中单个内燃机组的额定输出功率，则以预设周期交替运行所述第一内燃机组或所述第二内燃机组，以使所述第一内燃机组或所述第二内燃机组输出所述目标功率。
  8. 根据权利要求6所述的装置，其特征在于，还包括：
    第一降功率模块，用于所述第一内燃机组和所述第二内燃机组输出的三相交流电进行调整，以使所述第一内燃机组和所述第二内燃机组输出的输出功率之和为所述目标功率的过程之后，当所述目标双内燃机组所需输出的功率由所述目标功率降为零时，则控制所述第一内燃机组进行降功率输出；
    第二降功率模块，用于当所述第一内燃机组的输出功率为零时，则控制所述第二内燃机组进行降功率输出，直至所述第二内燃机机组的输出功率为零。
  9. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1至5任一项所述的双内燃机组输出功率的控制方法的步骤。
  10. 一种双内燃机组输出功率的控制设备，其特征在于，包括：
    存储器，用于存储计算机程序；
    处理器，用于执行所述计算机程序时实现如权利要求1至5任一项所述的双内燃机组输出功率的控制方法的步骤。
  11. 一种双内燃机组的机车电路，其特征在于，包括：
    用于将第一内燃机组输出的三相交流电转换为第一直流电的第一可控整流器，用于将第二内燃机组输出的三相交流电转换为第二直流电，并将所述第二直流电调整至与所述第一直流电的电压值一致的第二可控整流器；
    其中，第一内燃机组与所述第一可控整流器的输入端连接，第二内燃机组与所述第二可控整流器的输入端连接，所述第一可控整流器的输出端和所述第二可控整流器的输出端分别与牵引逆变器的输入端连接，所述牵引逆变器的输出端与牵引电机连接。
  12. 根据权利要求11所述的机车电路，其特征在于，所述第一可控整流器和第二可控整流器的型号相同。
  13. 根据权利要求12所述的机车电路，其特征在于，所述第一可控整流器和所述第二可控整流器为可控硅整流器。
  14. 根据权利要求13所述的机车电路，其特征在于，所述可控硅整流器具体为PFT2014N。
  15. 根据权利要求12所述的机车电路，其特征在于，第一可控整流器和所述第二可控整流器为IGBT整流器。
  16. 根据权利要求15所述的机车电路，其特征在于，所述IBGT整流器具体为Transtronic整流器。
  17. 根据权利要求11至16任一项所述的机车电路，其特征在于，还包括：第三可控整流器和第四可控整流器；
    其中，所述第三可控整流器的输入端与所述第一可控整流器的输入端连接，所述第三可控整流器的输出端与所述第一可控整流器的输出端连接；所述第四可控整流器的输入端与所述第二可控整流器的输入端连接，所述第四可控整流器的输出端与所述第二可控整流器的输出端连接。
  18. 一种机车控制系统，其特征在于，包括权利要求11至17任一项所述的一种双内燃机组的机车电路。
PCT/CN2019/096299 2019-01-08 2019-07-17 双内燃机组的机车电路及其控制方法、装置、介质及设备 Ceased WO2020143206A1 (zh)

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