An internal combustion power train control method, device and medium

Abstract

The application relates to the rail transit technical field and discloses a diesel power train control method, a device and a medium. In the current technology, the output power of a power pack is completely controlled by a driver operating a gear position, and in order to meet the requirement that a train arrives at a destination on time, the output of the power pack needs to be frequently adjusted during train running, which causes energy waste when the train switches between a traction state and a non-traction state. According to the current running state of the train, the output of the power pack is controlled by adopting the technical solution. In the technical solution, according to the train running distance with the lowest fuel consumption, the running speed of the train at the current position is confirmed, whether the train needs to be traction is confirmed by comparing the current speed, the power pack is controlled according to the traction gear position when the train needs to be traction, and the power required by an auxiliary load is provided when the train does not need to be traction, so that the control of the train running is realized, and unnecessary energy loss is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a diesel-powered train control method, device and medium. BACKGROUND

[0002] The diesel-powered train can run only by refueling due to its self-powered nature. The diesel power pack is the only energy source for the train, and the train does not need to rely on the catenary power supply of the railway line. The current diesel-powered train usually has several fixed operating gears. The driver controls the speed of the power pack and the power of the train by adjusting different gears. This method only considers the matching of the power system output of the train and the driver's operation instruction, that is, the higher the driver's operating gear, the higher the speed of the diesel power pack, the greater the power output, and the faster the train accelerates.

[0003] However, in urban rail transit, in order to meet the demand for travel time and be limited by the distance between the origin and destination of the train, the output selection of the high gear of the power pack needs to be suppressed for a corresponding brake time, and the output selection of the low gear needs to be frequently accelerated to ensure that the train arrives at the destination on time. The switching between the traction state and the non-traction state of the train causes energy waste.

[0004] Therefore, how to control the train to travel and achieve energy-saving effect is a problem to be solved by those skilled in the art. SUMMARY

[0005] The purpose of the present application is to provide a diesel-powered train control method, device and medium, which avoids the energy waste caused by the frequent adjustment of the power pack output of the train during the train running process in the prior art to meet the requirement that the train arrives at the destination on time, and realizes the energy-saving effect.

[0006] To solve the above technical problems, the present application provides a diesel-powered train control method, comprising:

[0007] confirming the current running state of the train; the running state includes a traction state and a non-traction state;

[0008] if the current running state of the train is the non-traction state, controlling the power pack to run at the speed point with the lowest fuel consumption rate;

[0009] if the current running state of the train is the traction state, determining whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; wherein the optimal speed is the speed of the train at the current position in the historical journey of the train from the origin to the destination with the lowest fuel consumption.

[0010] If yes, the power pack is controlled to operate at a speed point with the lowest fuel consumption rate;

[0011] If no, the power pack is controlled to output at a speed corresponding to the traction gear.

[0012] Preferably, the calculation of the optimal speed corresponding to the current position comprises:

[0013] According to a preset division rule, a route between the starting point and the destination of the train is divided into a plurality of sections;

[0014] The time required for the train to travel on each section is recorded;

[0015] According to the time and the length of each section, the average speed of the train traveling on each section is calculated, and the average speed is taken as the traveling speed of the train at the position corresponding to the section, so as to obtain a position-speed curve of the train from the starting point to the destination;

[0016] The fuel consumption required for the train to travel from the starting point to the destination is recorded;

[0017] It is confirmed that the position-speed curve with the lowest fuel consumption in the historical journey is the optimal control curve of the train;

[0018] According to the optimal control curve, the optimal speed corresponding to the current position of the train is confirmed.

[0019] Preferably, before confirming the optimal control curve of the train, the method further comprises:

[0020] A screening condition is set to screen a journey meeting the demand from the historical journey as a test journey; the screening condition at least includes time and / or date;

[0021] The position-speed curve with the lowest fuel consumption in the test journey is selected as the optimal control curve of the train.

[0022] Preferably, the controlling the power pack to output at a speed corresponding to the traction gear comprises:

[0023] According to the current traction gear of the train, the current load power required for the train to travel is confirmed;

[0024] According to a power pack speed-power curve, the power pack speed corresponding to the current load power is confirmed.

[0025] Preferably, before confirming the current running state of the train, the method further comprises:

[0026] According to the user instruction, the traveling control mode of the train is selected; the traveling control mode includes a test mode and a traveling mode;

[0027] If the test mode, record the train vehicle information from the origin to the destination, and store the vehicle information as the history trip needed for drawing the position-velocity curve; the vehicle information at least includes the fuel consumption, the train running time in each section;

[0028] If the running mode, enter the step of confirming the current running state of the train.

[0029] Preferably, the step of dividing the route between the origin and the destination of the train into several sections according to the preset division rule includes:

[0030] The step of confirming the number of the divided sections, and equally dividing the route between the origin and the destination of the train into several sections.

[0031] Preferably, the step of controlling the power pack to run at the speed point with the lowest fuel consumption rate is the speed point corresponding to the power needed for meeting the work of all auxiliary loads.

[0032] To solve the above technical problems, the application further provides an internal combustion power train control device, comprising:

[0033] A confirming module, configured to confirm the current running state of the train; the running state includes the traction state and the non-traction state; if the current running state of the train is the non-traction state, run the first control module; if the current running state of the train is the traction state, run the judging module;

[0034] The first control module, configured to control the power pack to run at the speed point with the lowest fuel consumption rate.

[0035] The judging module, configured to judge whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if yes, run the first control module, if no, run the second control module; wherein the optimal speed is the speed of the train at the current position corresponding to the lowest fuel consumption in the history trip of the train from the origin to the destination.

[0036] The second control module, configured to control the power pack to output at the speed corresponding to the traction gear position.

[0037] To solve the above technical problems, the application further provides another internal combustion power train control device, comprising a memory, configured to store a computer program;

[0038] A processor, configured to execute the computer program to realize the steps of the internal combustion power train control method as described above.

[0039] To solve the above technical problems, the application further provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the internal combustion power train control method.

[0040] The internal combustion power train control method provided by the application solves the problem that in the prior art, the output power of the power pack is completely controlled by the driver operating the gear position, and the power pack output needs to be frequently adjusted to meet the requirement that the train arrives at the destination on time, which causes energy waste when the train switches between the traction state and the non-traction state. In the technical solution, the current running state of the train is first determined when the train is controlled, and the running state includes the traction state and the non-traction state. If the current running state of the train is the non-traction state, the power pack is controlled to run at the speed point at which the fuel consumption rate is the lowest. If the current running state of the train is the traction state, it is determined whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position. If yes, the power pack is controlled to run at the speed point at which the fuel consumption rate is the lowest. If no, the power pack is controlled to output at the speed corresponding to the traction gear position. In the technical solution, the optimal speed is the speed of the train at the current position in the historical journey of the train, which is the journey with the lowest fuel consumption from the starting point to the destination. In the technical solution, the running speed of the train at the current position is determined according to the journey with the lowest fuel consumption of the train, and it is determined whether the train needs to be traction by comparing the current speed with the running speed. When the train needs to be traction, the train is controlled according to the traction gear position, and when the train does not need to be traction, the power required by the auxiliary load is provided, so that the train running is controlled, and unnecessary energy loss is reduced.

[0041] In addition, the internal combustion power train control device and the medium provided by the application correspond to the internal combustion power train control method described above, and have the same effects. BRIEF DESCRIPTION OF DRAWINGS

[0042] To make the application embodiments clearer, the following will briefly introduce the drawings needed in the embodiments. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort.

[0043] Figure 1 A flowchart of an internal combustion power train control method provided by the application embodiment;

[0044] Figure 2 A main power supply circuit diagram of an internal combustion-electric transmission train provided by the application embodiment;

[0045] Figure 3A power pack power-speed curve diagram provided for an embodiment of the present application;

[0046] Figure 4 A structure diagram of a diesel power train control device provided for an embodiment of the present application;

[0047] Figure 5 A structure diagram of another diesel power train control device provided for an embodiment of the present application;

[0048] The reference signs are as follows: 1 is a diesel power pack, 2 is a traction converter, 3 is a traction motor, 4 is an auxiliary load, and 5 is a braking resistor. DETAILED DESCRIPTION

[0049] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0050] The core of the present application is to provide a diesel power train control method, device and medium, which avoids the energy waste caused by the frequent adjustment of the power pack output to make the train switch between the traction state and the non-traction state in the process of train driving to meet the requirement of the train arriving at the destination on time in the prior art, and achieves the effect of energy saving.

[0051] In order to enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0052] Figure 1 A flowchart of a diesel power train control method provided for an embodiment of the present application is shown in FIG. 1, which comprises the following steps. Figure 1

[0053] S10: determining whether the current running state of the train is the traction state, if yes, proceeding to step S111, and if no, proceeding to step S110.

[0054] S110: controlling the power pack to run at the speed point with the lowest fuel consumption rate.

[0055] S111: determining whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; wherein the optimal speed is the speed of the train at the current position in the lowest fuel consumption of the historical journey of the train from the starting point to the destination; if yes, proceeding to step S110, and if no, proceeding to step S12.

[0056] ​S12: controlling the power pack to output at a speed corresponding to the traction gear.

[0057] The control method of the internal combustion power train provided in the embodiment is mainly used in urban rail transit system. It can be understood that the internal combustion power pack is the only energy source of the train, and the train load mainly includes two parts of traction load and auxiliary load. The traction load is the main power source of the train, and the auxiliary load is the device with auxiliary function on the train, such as air conditioner, lighting, etc. The energy consumption of the train traction load accounts for a major part of the total energy consumption of the train. Therefore, reducing the train traction energy consumption is an important way to realize energy saving, which is of great significance. The control method of the internal combustion power train provided in the present application is used to run at the most energy-saving train speed according to the train line operation characteristics, so as to avoid excessive traction and waste of energy. The power pack is part of the modular power system, which contains a certain type of engine and may also contain a transmission and various supporting components. Figure 2 The main power supply circuit diagram of the internal combustion-electric transmission train provided in the embodiment of the present application is shown in the figure. The output of the internal combustion power pack 1 is used to supply power to the traction motor 3 and the auxiliary load 4 through the traction converter 2, and the excess energy is consumed by the brake resistor 5.

[0058] In the embodiment, the current running state of the train needs to be confirmed first, wherein the running state includes the traction state and the non-traction state. When the train is in the traction state, the power pack provides power for the train. The non-traction state includes the inertial state and the braking state. When the train is in the non-traction state, the power pack does not need to provide traction for the train.

[0059] It can be understood that the train in the non-traction state does not need traction power, and the power pack only needs to supply power to the auxiliary load on the train, such as air conditioner, lighting, etc. to meet the functional requirements of the auxiliary load on the train. When the number or type of the auxiliary load turned on on the train is different, the required power is also different. In order to meet the demand, the power provided by the power pack will also change. In order to avoid frequent changes in the output power of the power pack, a fixed power output can be set for the power pack, which is at the speed point of the lowest fuel consumption rate. When the train is in the non-traction state, the power pack only needs to run at the speed point of the lowest fuel consumption rate, and its output can meet the power demand of the auxiliary load. Moreover, since the proportion of the power pack output for the auxiliary load is small, the power pack output is mainly for train traction, so when the power pack runs at the speed point of the lowest fuel consumption rate, its output power can meet the power demand of all auxiliary loads turned on on the train. Alternatively, the power can be set according to the power required by the auxiliary load to be turned on during the train operation according to the environmental requirements, such as the need to turn on the air conditioner in high temperature weather in summer.

[0060] When the train is in the traction state, it is necessary to judge whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position. In a specific implementation, since the distance from the starting point to the destination of the train is fixed, and the time of the train running is fixed, in each trip, the train under the control of the driver exists between the traction state and the non-traction state, and different operations will cause the train to consume different amounts of oil in each trip. In this implementation, the lowest oil consumption trip is selected as the optimal trip from the multiple historical trips of the train, and the control of the driver on the train in this process is the optimal control method. It can be understood that if the control method of the driver on the train in the optimal trip can be replicated, the energy-saving control method of the train is realized. Therefore, in order to replicate the most energy-saving driving method of the train, the present application controls the train according to the speed corresponding to the different positions in the driving of the train, and the speed corresponding to the different positions of the train in the optimal trip is taken as the optimal speed. If the train can run at the optimal speed corresponding to each position in the trip during the driving of the train, the optimal trip can be replicated.

[0061] In this embodiment, when the train is in the traction state, it is necessary to judge whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position. If it is greater than or equal to, the train does not need to be provided with traction, and at this time the power pack only needs to meet the auxiliary load power supply, so the power pack is also controlled to run at the speed point with the lowest fuel consumption rate, and at this time the train will decelerate under the action of friction and air resistance. If the current speed is less than the optimal speed corresponding to the current position, the power pack needs to be controlled to output at the speed corresponding to the traction gear position to provide traction and accelerate the train. It can be understood that the purpose of the output adjustment of the power pack in this embodiment is to make the driving speed of the train close to the optimal speed, so the comparison between the current driving speed and the optimal speed in the driving process can be a continuous action to make the train run at the optimal speed. The traction gear position in this embodiment can be the power pack operation gear controlled by the driver.

[0062] The internal combustion power train control method provided by the embodiments of the present application, relative to the current technology, the output power of the power pack is completely controlled by the driver operating the gear position, and in order to meet the train arriving at the destination on time, the output of the power pack needs to be frequently adjusted, which causes the waste of energy when the train switches between the traction state and the non-traction state. In the technical solution, the current running state of the train is first confirmed when the train is controlled, wherein the running state includes the traction state and the non-traction state. If the current running state of the train is the non-traction state, the power pack is controlled to run at the speed point with the lowest fuel consumption rate. If the current running state of the train is the traction state, it is judged whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position. If yes, the power pack is controlled to run at the speed point with the lowest fuel consumption rate. If no, the power pack is controlled to output according to the speed corresponding to the traction gear position. In the technical solution, the optimal speed is the speed of the train at the current position in the optimal journey with the lowest fuel consumption in the historical journey of the train from the starting point to the destination. In the technical solution, according to the optimal journey with the lowest fuel consumption of the train, it is confirmed that the train should have the running speed at the current position, and it is confirmed whether the train needs to be traction by comparing the current speed, the power required by the auxiliary load is provided when it is not needed, so that the control of the train running is realized, and unnecessary energy consumption is reduced.

[0063] In the above embodiments, it is introduced that the optimal speed in the present application is the speed of the train at each position in the optimal journey with the lowest fuel consumption of the train. It can be understood that, relative to the entire journey of the train, the train can be regarded as a coordinate point according to the coordinates to confirm the position of the train. However, during the running of the train, there will be conversion between acceleration, constant speed and deceleration, and slight changes in speed. If the comparison between the current speed and the optimal speed is performed for each coordinate point in the journey, the calculation amount will be highly complex, and the frequent switching of the power pack output will also cause the increase of fuel consumption. Therefore, in the embodiments, a specific calculation method of the speed corresponding to the current position is provided, and the same method is also used to confirm the optimal speed. In the embodiments, the calculation of the optimal speed of the train at the current position includes:

[0064] According to a preset division rule, the line between the starting point and the destination of the train is divided into a plurality of sections;

[0065] The time required for the train to run on each section is recorded;

[0066] According to the time and the length of each section, the average speed of the train running on each section is calculated, and the average speed is taken as the running speed of the train at the corresponding section position, so as to obtain the position-speed curve of the train running from the starting point to the destination;

[0067] record the fuel consumption of the train from the starting point to the destination;

[0068] confirm the position-velocity curve with the lowest fuel consumption in the historical journey as the optimal control curve of the train;

[0069] confirm the corresponding optimal train speed according to the current position of the train and the optimal control curve.

[0070] In this embodiment, when comparing the current train speed with the optimal train speed, in order to avoid the waste of energy caused by frequent adjustment of the output of the power pack, the route between the starting point and the destination of the train is divided into several sections, the time required for the train to travel on each section is recorded, the average speed of the train on each section is calculated according to the time and the length of each section, and the average speed is taken as the travel speed of the train at the corresponding section position to obtain the position-velocity curve of the train from the starting point to the destination. Confirm the position-velocity curve with the lowest fuel consumption in the historical journey as the optimal control curve of the train. It can be seen that by dividing the entire journey of the train into several sections and calculating the average travel speed of the train on each section as the corresponding optimal speed, the optimal journey of the train can be reproduced as much as possible under the control of this method. By dividing the sections, the complexity of calculating the optimal train speed is avoided, and the optimal train speed can be compared stably in a journey when adjusting the output of the power pack. The preset division rule in this embodiment can be set by the user as needed, for example, the journey can be divided according to the early-mid-late period, or the length of each section is limited, or the number of sections is limited, etc.

[0071] Further, in order to facilitate calculation and better view the travel state of the train, in this embodiment, the division method of the train travel route is: confirming the number of divided sections, and equally dividing the route between the starting point and the destination of the train into several sections. In this embodiment, the preset division rule is to confirm the number of divided sections, and equally divide the travel route into several sections according to the length of the travel route.

[0072] It can be understood that due to the influence of the number of passengers and weight, the required traction of the train in different journeys is also different, for example, during the morning and evening peak hours, or during special holidays such as the Spring Festival, the passenger flow will increase, and thus the required traction of the train will be greater, and the fuel consumption will also increase. If the optimal control curve of the train is still controlled according to the normal optimal control curve, it will not meet the travel demand. Therefore, before confirming the optimal control curve of the train in this embodiment, it further includes:

[0073] setting a screening condition to screen the journey meeting the demand from the historical journey as a test journey; the screening condition at least includes time and / or date.

[0074] The position-velocity curve with the lowest fuel consumption in the test journey is selected as the optimal control curve for the train to travel.

[0075] The screening condition in this embodiment is used to select a corresponding suitable optimal control curve for different load scenarios of the train. The screening condition in this embodiment can include but is not limited to time, date, etc. For example, for the train control method during the rush hour, the time can be set as the screening condition, and the journey from 7:00 to 9:00 is selected from the historical journey of the train, and the optimal control curve is selected from the selected journey. For special holidays such as the Spring Festival, the date can be set as the screening condition, and the journey during the holiday is selected from the historical journey, and the optimal control curve is selected therefrom. Or according to the current date, the journey in the date before and after the current date is selected, and the optimal control curve is selected therefrom. The time in this embodiment refers to a specific time point, time period, or time. The date refers to a specific day.

[0076] The setting of the screening condition can be set to one, or multiple according to the needs, for example, the time is set as the screening condition, and all data points corresponding to the running time period are selected. The data points form a data set, which is named as the first data set. The data points in the first data set are screened according to the date as the screening condition. The data points are selected as the screening condition within 5 days (the specific number of days can be set) before and after the running time. The data points form a data set, which is named as the second data set. The fuel consumption information contained in the data points in the second data set is compared, and the data point with the lowest fuel consumption is selected, which is named as the optimal fuel consumption data point. The position-velocity curve contained in the optimal fuel consumption data point is the optimal control curve.

[0077] Specifically, for example, the train runs from A station to B station from 9:00 to 10:00, and the date is March 20. The generation process of the optimal position-velocity curve is as follows: first, all data points with running time from 9:00 to 10:00 from A station to B station are selected; second, the data points from March 15 to March 25 are selected again according to the date from the screening results of the first step; third, the fuel consumption of all data points from the second step is compared, and the data point with the lowest fuel consumption is selected; fourth, the position-velocity curve contained in the data point with the lowest fuel consumption obtained in the third step is the optimal data curve.

[0078] On the basis of the above embodiment, the embodiment further provides a matching method of the power pack rotating speed and the output power of the traction level, and the power pack outputs according to the rotating speed corresponding to the traction level, comprising:

[0079] According to the current traction level of the train, the current load power required by the train to travel is confirmed;

[0080] According to the power-pack speed-power curve, the current load power corresponding power-pack speed is confirmed.

[0081] In this embodiment, the current load power required for train running is confirmed according to the current traction level of the train, and the calculation formula of the current load power is as follows:

[0082]

[0083] Wherein, P represents the load power, F represents the traction force, v represents the train speed, μ represents the traction level, η1 represents the gear box efficiency (value 0.975), η2 represents the traction motor efficiency (value 0.93), K represents the auxiliary load (set as a fixed value), and η3 represents the converter efficiency (value 0.98).

[0084] According to the internal combustion power-pack power-speed curve, the power-pack speed corresponding to the calculated real-time load power is found, and the power-pack is controlled to operate at the specified speed. Figure 3 A power-pack power-speed curve is provided in this embodiment, in which the output power of the power-pack generator is 300 kW, and the corresponding speed is 1600 rpm. Therefore, if the calculated real-time power is 300 kW, the power-pack is controlled to operate at 1600 rpm.

[0085] On the basis of the above embodiment, different mode selections are provided for train control in this embodiment. For example, training mode and working mode buttons are set on the train driver control screen. In the training mode, the train does not execute the internal combustion power train control method provided in the above embodiment, and only records running data to obtain more data samples and expand the data set. Only when the working mode is switched, the internal combustion power train control method provided in the above embodiment is executed.

[0086] Specifically, in this embodiment, before the step of confirming the current running state of the train, the following steps are further included:

[0087] According to the user instruction, the train running control mode is selected; the running control mode includes test mode and running mode;

[0088] If it is the test mode, the vehicle information of the train from the starting point to the destination is recorded, and the vehicle information is stored as the historical journey required for drawing the position-speed curve; the vehicle information at least includes fuel consumption and train running time in each section;

[0089] If it is the running mode, the step of confirming the current running state of the train is entered.

[0090] In the above embodiments, the internal combustion power train control method is described in detail, and the present application also provides corresponding embodiments of the internal combustion power train control device. It should be noted that the embodiments of the device part are described from two angles, one is based on the functional module angle, and the other is based on the hardware angle.

[0091] Figure 4 A structural diagram of an internal combustion power train control device provided by the embodiments of the present application is shown in FIG. 1, which comprises: Figure 4

[0092] The confirmation module 10 is configured to confirm the current running state of the train; the running state comprises a traction state and a non-traction state; if the current running state of the train is the non-traction state, the first control module is run; if the current running state of the train is the traction state, the judgment module is run.

[0093] The first control module 11 is configured to control the power pack to run at the speed point with the lowest fuel consumption rate.

[0094] The judgment module 12 is configured to judge whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if yes, the first control module is run, and if no, the second control module is run; wherein the optimal speed is the speed of the train at the current position in the historical journey of the train, which has the lowest fuel consumption in the journey from the starting point to the destination.

[0095] The second control module 13 is configured to control the power pack to output at the speed corresponding to the traction gear position.

[0096] Since the embodiments of the device part correspond to the embodiments of the method part, the embodiments of the device part are described in the description of the embodiments of the method part, which will not be described here.

[0097] ​The internal combustion power train control device provided by the present application, relative to the current technology, the output power of the power pack is completely controlled by the driver operating the gear position, and in order to meet the train arriving at the destination on time, the power pack output needs to be frequently adjusted during the train running, which causes energy waste when the train switches between the traction state and the non-traction state. In the technical solution, the current running state of the train is first confirmed when controlling the train running, wherein the running state includes the traction state and the non-traction state; if the current running state of the train is the non-traction state, the power pack is controlled to run at the speed point with the lowest fuel consumption rate; if the current running state of the train is the traction state, it is judged whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if yes, the power pack is controlled to run at the speed point with the lowest fuel consumption rate; if no, the power pack is controlled to output according to the speed corresponding to the traction gear position. In the technical solution, the optimal speed is the speed of the train at the current position corresponding to the lowest fuel consumption in the historical journey of the train from the starting point to the destination. In the technical solution, according to the journey with the lowest fuel consumption of the train, it is confirmed that the train should have the running speed at the current position, and it is confirmed whether the train needs to be traction by comparing with the current speed, and when the train needs to be traction, the train is controlled according to the traction gear position, and when the train does not need to be traction, the power required by the auxiliary load is provided, so as to realize the control of the train running and reduce unnecessary energy loss.

[0098] Figure 5 The structure diagram of another internal combustion power train control device provided by the present application embodiment is shown in FIG. 2, which comprises a memory 20 for storing a computer program. Figure 5

[0099] A processor 21 is used to execute the computer program to realize the steps of the internal combustion power train control method as described in the above embodiment.

[0100] The internal combustion power train control device provided by the present embodiment can include but is not limited to a smart phone, a tablet computer, a notebook computer or a desktop computer, etc.

[0101] ​The processor 21 can include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one of a hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic array (PLA), etc. The processor 21 can also include a main processor and a coprocessor. The main processor is a processor for processing data in a wake-up state, also referred to as a central processing unit (CPU). The coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 21 can be integrated with a graphics processor (GPU) for rendering and drawing content required to be displayed by the display screen. In some embodiments, the processor 21 can further include an artificial intelligence (AI) processor for processing computing operations related to machine learning.

[0102] The memory 20 can include one or more computer-readable storage media, which can be non-transitory. The memory 20 can further include a high-speed random access memory, and a nonvolatile memory such as one or more disk storage devices, flash storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein the computer program is loaded and executed by the processor 21, and can implement the related steps of the internal combustion power train control method disclosed in any of the preceding embodiments. In addition, the resources stored by the memory 20 can further include an operating system 202 and data 203, etc., and the storage mode can be temporary storage or permanent storage. The operating system 202 can include Windows, Unix, Linux, etc. The data 203 can include, but is not limited to, an optimal vehicle speed, etc.

[0103] In some embodiments, the internal combustion power train control device can further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0104] Those skilled in the art can understand that the structure shown in the above embodiments does not constitute a limitation on the internal combustion power train control device, and can include more or fewer components than those shown in the drawings. Figure 5 The structure shown in the above embodiments does not constitute a limitation on the internal combustion power train control device, and can include more or fewer components than those shown in the drawings.

[0105] The internal combustion power train control device provided by the embodiments of the present application comprises a memory and a processor, and the processor can realize the following method when executing the program stored in the memory: the internal combustion power train control method.

[0106] Finally, the present application also provides an embodiment corresponding to a computer readable storage medium. The computer readable storage medium stores a computer program, and the computer program is executed by a processor to realize the steps recorded in the above method embodiments.

[0107] It can be understood that if the method in the above embodiments is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and executes all or part of the steps of the methods described in the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0108] The internal combustion power train control method, device and medium provided by the present application are described in detail above. The embodiments in the specification are described in a progressive manner, and each embodiment mainly describes the differences from other embodiments. The same or similar parts of each embodiment can be referred to. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the related parts can be referred to the method part. It should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, the present application can be improved and modified, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0109] It also needs to be explained that in the present specification, the relational terms such as first and second and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

Claims

1. A method of controlling an internal combustion powered train, characterized by, The method comprises: confirming the current running state of the train; the running state comprises a traction state and a non-traction state; if the current running state of the train is the non-traction state, controlling the power pack to run at the speed point with the lowest fuel consumption rate; if the current running state of the train is the traction state, judging whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; wherein the optimal speed is the speed of the train at the current position in the historical journey of the train from the starting point to the destination, in which the fuel consumption is the lowest among the fuel consumed in the journey; if yes, controlling the power pack to run at the speed point with the lowest fuel consumption rate; if no, controlling the power pack to output at the speed corresponding to the traction gear position; the calculation of the optimal speed corresponding to the current position comprises: dividing the route between the starting point and the destination of the train into a plurality of sections according to a preset division rule; recording the time required for the train to travel on each section; calculating the average speed of the train on each section according to the time and the length of each section, and taking the average speed as the travel speed of the train at the corresponding position of the section to obtain the position-speed curve of the train from the starting point to the destination; recording the fuel consumption required for the train to travel from the starting point to the destination; confirming that the position-speed curve with the lowest fuel consumption in the historical journey is the optimal control curve of the train; confirming the optimal speed corresponding to the current position according to the optimal control curve.

2. The internal combustion powered train control method according to claim 1, characterized by, Before confirming the optimal control curve of the train, the method further comprises: setting a screening condition to screen the required journey from the historical journey as a test journey; the screening condition at least comprises time and / or date; selecting the position-speed curve with the lowest fuel consumption in the test journey as the optimal control curve of the train.

3. The internal combustion powered train control method according to claim 1, characterized by, controlling the power pack to output at the speed corresponding to the traction gear position comprises: confirming the current load power required for the train to travel according to the current traction gear position of the train; confirming the power pack speed corresponding to the current load power according to the power-speed curve of the power pack.

4. The internal combustion powered train control method according to claim 1, characterized by, Before the step of confirming the current running state of the train, the method further comprises: selecting the travel control mode of the train according to the user instruction; the travel control mode comprises a test mode and a travel mode; if it is the test mode, recording the vehicle information of the train during the journey from the starting point to the destination, and storing the vehicle information as the historical journey required for drawing the position-speed curve; the vehicle information at least comprises fuel consumption and travel time of the train on each section; if it is the travel mode, entering the step of confirming the current running state of the train.

5. The internal combustion powered train control method according to claim 1, characterized by, The step of dividing the route between the starting point and the destination of the train into a plurality of sections according to a preset division rule comprises: confirming the number of sections to divide the route between the starting point and the destination of the train into a plurality of sections.

6. The internal combustion powered train control method according to any one of claims 1 to 5, characterized by, The step of controlling the power pack to run at the speed point with the lowest fuel consumption rate is the speed point corresponding to the power required for all auxiliary loads to work.

7. An internal combustion powered train control apparatus characterized by comprising: The method comprises: The confirmation module is configured to confirm a current running state of the train, wherein the running state comprises a traction state and a non-traction state. If the current running state of the train is the non-traction state, the first control module is run. If the current running state of the train is the traction state, the judgment module is run. The first control module is configured to control the power pack to run at a speed point with the lowest fuel consumption rate. The judgment module is configured to judge whether the current speed of the train is greater than or equal to an optimal speed corresponding to the current position, and if yes, the first control module is run, and if no, the second control module is run, wherein the optimal speed is a speed of the train at the current position in a historical journey of the train from a starting point to a destination, in which the train consumes the lowest amount of fuel. The second control module is configured to control the power pack to output at a speed corresponding to a traction gear. The optimal speed corresponding to the current position is calculated by: dividing a route between the starting point and the destination of the train into a plurality of sections according to a preset division rule; recording a time required for the train to travel on each section; calculating an average speed of the train on each section according to the time and a length of each section, and taking the average speed as a traveling speed of the train at a position corresponding to the section to obtain a position-speed curve of the train from the starting point to the destination; recording an amount of fuel consumed by the train from the starting point to the destination; confirming that a position-speed curve with the lowest amount of fuel consumption in the historical journey is an optimal control curve of the train; confirming the optimal speed corresponding to the current position of the train according to the optimal control curve.

8. An internal combustion powered train control apparatus characterized by comprising: The memory is configured to store a computer program. The processor is configured to execute the computer program to implement the steps of the control method of the internal combustion power train according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the control method of the internal combustion power train according to any one of claims 1 to 6.

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