Internal combustion power train control method and device, and medium

Abstract

An internal combustion power train control method, comprising: controlling an output of a power pack on the basis of the current operation state of a train; determining the normal traveling speed of the train at the current location on the basis of the range having the lowest fuel consumption of the train; comparing the traveling speed with the current speed to determine whether the train needs traction or not; and if the train needs traction, controlling according to the traction level, and if not, providing the power required by auxiliary loads so as to control the traveling of the train. In addition, the present invention further comprises a device using the control method, and a medium. By using the technical solution, the output of the power pack does not need to be frequently adjusted, so that energy waste caused by switching the train between a traction state and a non-traction state is reduced, and unnecessary energy loss is reduced.

Description

Internal combustion power train control method, device and medium

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on August 11, 2023, with application number 202311013276.9 and invention name “A method, device and medium for controlling an internal combustion train”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of rail transportation technology, and in particular to a method, device, and medium for controlling an internal combustion train. Background Art

[0003] Because diesel trains are self-powered, they only require fuel to operate. The diesel power pack is the train's sole energy source, eliminating the need for current supply from the railway catenary. Current diesel trains typically have several fixed operating gears, with the driver adjusting the gear to control the power pack's speed and train power. This approach only considers the compatibility between the train's powertrain output and the driver's operating instructions. Specifically, the higher the driver's operating gear, the higher the diesel power pack's speed, the greater its power output, and the faster the train accelerates.

[0004] However, in urban rail transit, to meet travel time requirements and distance constraints between the train's origin and destination, the power pack's high-speed output selection requires a corresponding braking duration, while the low-speed output selection requires frequent train acceleration to ensure the train arrives at its destination on time. This constant switching between traction and non-traction states wastes energy.

[0005] It can be seen that how to achieve energy saving when controlling train operation is an urgent problem to be solved by those skilled in the art.

[0006] Summary of the Invention

[0007] The purpose of this application is to provide a method, device and medium for controlling an internal combustion powered train, so as to avoid the waste of energy caused by the current technology that requires frequent adjustment of the power pack output during train operation to ensure that the train arrives at the destination on time, causing the train to switch between traction and non-traction states, thereby achieving energy saving effects.

[0008] To solve the above technical problems, the present application provides a method for controlling an internal combustion engine train, comprising:

[0009] Confirm the current running state of the train; the running state includes traction state and non-traction state;

[0010] If the current running state of the train is the non-traction state, controlling the power pack to run at a speed point with the lowest fuel consumption rate;

[0011] 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 corresponding to the current position of the train in the train's historical journey that has the lowest fuel consumption from the origin to the destination;

[0012] If yes, controlling the power pack to operate at a speed point with the lowest fuel consumption rate;

[0013] If not, the power pack is controlled to output according to the speed corresponding to the traction level.

[0014] Preferably, the calculation of the optimal vehicle speed corresponding to the current position includes:

[0015] Dividing the route between the origin and destination of the train into a plurality of sections according to a preset division rule;

[0016] Recording the time required for the train to travel on each section;

[0017] Calculate the average speed of the train traveling on each section based on the time and the length of each section, and use the average speed as the travel speed of the train at the corresponding section position to obtain a position-speed curve of the train traveling from the origin to the destination;

[0018] Recording the fuel consumption required for the train to travel from its origin to its destination;

[0019] confirming that the position-speed curve with the lowest fuel consumption in the historical travel is the optimal control curve for the train;

[0020] According to the optimal control curve, the corresponding optimal speed is determined by the current position of the train.

[0021] Preferably, before confirming the optimal control curve for the train running, the method further includes:

[0022] Setting a screening condition to select a trip that meets the requirements from the historical trips as a test trip; the screening condition at least includes time and / or date;

[0023] The position-speed curve with the lowest fuel consumption in the test trip is selected as the optimal control curve for the train travel.

[0024] Preferably, controlling the power pack to output according to the speed corresponding to the traction level includes:

[0025] determining the current load power required for the train to travel according to the current traction level of the train;

[0026] According to the power pack speed-power curve, confirm the power pack speed corresponding to the current load power.

[0027] Preferably, before the step of confirming the current running status of the train, the method further includes:

[0028] Selecting a train driving control mode according to a user instruction; the driving control mode includes a test mode and a driving mode;

[0029] If the mode is test mode, vehicle information of the train during its journey from the origin to the destination is recorded and stored as a historical journey required for drawing a position-speed curve; the vehicle information includes at least fuel consumption and the travel time of the train in each section;

[0030] If it is in driving mode, the step of confirming the current running status of the train is entered.

[0031] Preferably, dividing the line between the origin and destination of the train into several sections according to a preset division rule comprises:

[0032] The number of sections to be divided is determined, and the route between the origin and destination of the train is equally divided into several sections.

[0033] Preferably, the speed point at which the power pack is controlled to run with the lowest fuel consumption rate is a speed point corresponding to the power required to meet the work of all auxiliary loads.

[0034] To solve the above technical problems, the present application further provides a control device for an internal combustion engine train, comprising:

[0035] a confirmation module, configured to confirm the current running state of the train; the running state includes 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 executed; if the current running state of the train is the traction state, the judgment module is executed;

[0036] The first control module is used to control the power pack to operate at a speed point with the lowest fuel consumption rate;

[0037] a determination module, configured to determine whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if so, the first control module is executed; if not, the second control module is executed; wherein the optimal speed is the speed corresponding to the current position of the train in the train's historical itinerary that has the lowest fuel consumption among the required fuel consumption from the origin to the destination;

[0038] The second control module is used to control the power pack to output according to the rotation speed corresponding to the traction level.

[0039] To solve the above technical problems, the present application also provides another internal combustion train control device, comprising a memory for storing a computer program;

[0040] The processor is configured to implement the steps of the above-mentioned internal combustion power train control method when executing the computer program.

[0041] In order to solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the internal combustion train control method as described above are implemented.

[0042] The diesel train control method provided in this application is different from the current technology, in which the output power of the power pack is completely controlled by the driver's gear operation. During the train's operation, the power pack output needs to be frequently adjusted to ensure that the train arrives at the destination on time, resulting in energy waste when the train switches between traction and non-traction states. Using this technical solution, when controlling the train's operation, it is first necessary to confirm the train's current operating state, where the operating state includes traction and non-traction states. If the train's current operating state is non-traction, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. If the train's current operating state is traction, it is determined whether the train's current speed is greater than or equal to the optimal speed corresponding to the current position. If so, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. If not, the power pack is controlled to output according to the speed corresponding to the traction level. In this technical solution, the optimal speed is the speed corresponding to the train's current position during the train's historical journey from the origin to the destination with the lowest fuel consumption. In this technical solution, the train's required speed at the current position is determined based on the train's lowest fuel consumption trip. By comparing it with the current speed, it is determined whether the train needs to be towed. If towing is required, it is controlled according to the traction level. If towing is not required, the power required for the auxiliary load is provided, thereby achieving control over the train's travel and reducing unnecessary energy loss.

[0043] In addition, the internal combustion engine train control device and medium provided in the present application correspond to the above-mentioned internal combustion engine train control method and have the same effects as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0045] FIG1 is a flow chart of a method for controlling an internal combustion engine train according to an embodiment of the present application;

[0046] FIG2 is a main power supply circuit diagram of a diesel-electric transmission train provided in an embodiment of the present application;

[0047] FIG3 is a power pack power-speed curve diagram provided in an embodiment of the present application;

[0048] FIG4 is a structural diagram of a control device for an internal combustion train provided in an embodiment of the present application;

[0049] FIG5 is a structural diagram of another internal combustion train control device provided in an embodiment of the present application;

[0050] The reference numerals are as follows: 1 is an internal combustion 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

[0051] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0052] The core of this application is to provide a method, device and medium for controlling an internal combustion powered train, so as to avoid the waste of energy caused by the current technology that requires frequent adjustment of the power pack output during train operation to ensure that the train arrives at the destination on time, causing the train to switch between traction and non-traction states, thereby achieving energy-saving effects.

[0053] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0054] FIG1 is a flow chart of a method for controlling an internal combustion engine train according to an embodiment of the present application. As shown in FIG1 , the method includes:

[0055] S10: Determine whether the current running state of the train is the traction state. If so, proceed to step S111; if not, proceed to step S110.

[0056] S110: Controls the power pack to run at the speed point with the lowest fuel consumption rate.

[0057] S111: Determine 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 corresponding to the current position of the train in the historical journey of the train with the lowest fuel consumption from the starting point to the destination; if so, proceed to step S110, if not, proceed to step S12.

[0058] S12: Control the power pack to output according to the speed corresponding to the traction level.

[0059] This embodiment provides a control method for a diesel-powered train, primarily for use in urban rail transit systems. It is understood that the diesel power pack serves as the train's sole energy source, and the train load primarily consists of two major components: traction load and auxiliary load. The traction load is the train's primary power source, while the auxiliary load comprises equipment on the train that performs auxiliary functions, such as air conditioning and lighting. The energy consumed by the train's traction load accounts for a major portion of the train's total energy consumption. Therefore, reducing train traction energy consumption is an important means of achieving energy conservation and is of great significance. The control method for a diesel-powered train provided in this application is used to operate at the most energy-efficient train speed based on the operational characteristics of the train line, avoiding energy waste caused by excessive traction. The power pack is part of a modular power system and includes some type of engine, and may also include a transmission and various supporting components. Figure 2 shows a main power supply circuit diagram for a diesel-electric train provided in this embodiment. The output of the diesel power pack 1 is fed through the traction converter 2 to power the traction motor 3 and auxiliary load 4, with excess energy being consumed by the braking resistor 5.

[0060] In this embodiment, the current operating state of the train must first be confirmed. The operating state includes traction and non-traction. When the train is in traction, the power pack is loaded to provide power to the train. The non-traction state includes inertia and braking. When the train is in non-traction, the power pack does not need to provide traction for the train.

[0061] It's understood that a train in a non-traction state requires no traction power; the power pack only needs to power auxiliary loads on the train, such as air conditioning and lighting, to meet the functional needs of the auxiliary loads on the train. The number or type of auxiliary loads on the train varies, and the power provided by the power pack will also vary to meet these needs. To avoid frequent changes in the power pack's output power, the power pack can be set to a fixed power output at the speed with the lowest fuel consumption. When the train is in a non-traction state, the power pack can simply be controlled to operate at this speed to meet the power requirements of the auxiliary loads. Furthermore, since the power pack's output power for auxiliary loads accounts for a relatively small proportion of the power pack's output, the power pack's output primarily contributes to train traction. Therefore, when the power pack operates at the speed with the lowest fuel consumption, its output power can meet the power requirements of all auxiliary loads on the train when operating. Alternatively, the power pack can be set based on environmental requirements, such as the need to operate the air conditioner in hot summer weather, according to the power requirements of the auxiliary loads required during train operation.

[0062] When a train is in a traction state, it is necessary to determine whether the train's current speed is greater than or equal to the optimal speed corresponding to the current location. In specific implementations, since the distance between the train's origin and destination is fixed, and the train's travel time is fixed, the train, under the driver's control, switches between traction and non-traction states during each trip. Different operations result in different fuel consumption for each trip. In this implementation, the trip with the lowest fuel consumption among the train's multiple historical trips is selected as the optimal trip, and the driver's control of the train during this process is the optimal control method. It can be understood that if the driver's control method for the train during the optimal trip can be replicated, a more energy-efficient train control method can be achieved. Therefore, to replicate the most energy-efficient train travel method, this application controls the train based on the speed corresponding to different locations during travel, using the speed corresponding to each location during the optimal trip as the optimal speed. If the train can maintain the optimal speed at each location during travel, the optimal trip can be replicated.

[0063] In this embodiment, when the train is in traction mode, it is necessary to determine whether the train's current speed is greater than or equal to the optimal speed corresponding to the current position. If so, there is no need to provide traction for the train. The power pack only needs to provide energy for the auxiliary load. Therefore, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. At this time, the train will decelerate due to friction and air resistance. If the current speed is less than the optimal speed corresponding to the current position, the power pack must be controlled to output at the speed corresponding to the traction level to provide traction and accelerate the train. It can be understood that the purpose of adjusting the power pack output in this embodiment is to keep the train's travel speed close to the optimal speed. Therefore, during travel, the comparison between the current travel speed and the optimal speed can be a continuous action to ensure that the train travels at the optimal speed. The traction level in this embodiment can be the power pack operating gear controlled by the driver.

[0064] The diesel train control method provided in the embodiments of the present application is different from the current technology, in which the output power of the power pack is completely controlled by the driver's gear operation. However, during the train's operation, the power pack output needs to be frequently adjusted to ensure that the train arrives at the destination on time, resulting in energy waste when the train switches between traction and non-traction states. Using this technical solution, when controlling the train's operation, it is first necessary to confirm the train's current operating state, which includes traction and non-traction states. If the train's current operating state is non-traction, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. If the train's current operating state is traction, it is determined whether the train's current speed is greater than or equal to the optimal speed corresponding to the current position. If so, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. If not, the power pack is controlled to output according to the speed corresponding to the traction level. In this technical solution, the optimal speed is the speed corresponding to the train's current position during the train's historical journey from the origin to the destination with the lowest fuel consumption. In this technical solution, the train's required speed at the current position is determined based on the train's lowest fuel consumption trip. By comparing it with the current speed, it is determined whether the train needs to be towed. If towing is required, it is controlled according to the traction level. If towing is not required, the power required for the auxiliary load is provided, thereby achieving control over the train's travel and reducing unnecessary energy loss.

[0065] The above embodiment introduces that the optimal speed in this 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 for judging the current position of the train, and the position of the train is confirmed based on the coordinates. However, during the driving process of the train, there will be transitions between acceleration, uniform speed, and deceleration, as well as slight changes in speed. If the current speed is compared with the optimal speed for each coordinate point in the journey, it will cause a high degree of complexity in the calculation amount, and the frequent switching of the power pack output will also cause an increase in fuel consumption. Therefore, a specific method for calculating the speed corresponding to the current position is provided in this embodiment. Correspondingly, the same method is used to confirm when confirming the optimal speed. In this embodiment, the calculation of the optimal speed corresponding to the current position of the train includes:

[0066] According to the preset division rules, the route between the train's origin and destination is divided into several sections;

[0067] Record the time required for the train to travel on each section;

[0068] According to the time and the length of each section, the average speed of the train in each section is calculated, and the average speed is used as the speed of the train at the corresponding section position to obtain the position-speed curve of the train from the origin to the destination;

[0069] Record the fuel consumption of a train from its origin to its destination;

[0070] Confirm that the position-speed curve with the lowest fuel consumption in the historical travel is the optimal control curve for train operation;

[0071] According to the optimal control curve, the corresponding optimal speed is determined by the current position of the train.

[0072] In this embodiment, when comparing the current speed with the optimal speed, to avoid energy waste caused by frequent adjustments to the power pack output, the route between the train's origin and destination is divided into several sections. The time required for the train to travel in each section is recorded. Based on this time and the length of each section, the average speed of the train traveling in each section is calculated. This average speed is used as the train's speed at the corresponding section position. This creates a position-speed curve for the train's travel from the origin to the destination. The position-speed curve with the lowest fuel consumption in the historical travel history is identified as the optimal control curve for the train's travel. It can be seen that by dividing the entire train's journey into several sections and calculating the average speed of the train traveling in each section as the corresponding optimal speed, this method can replicate the train's optimal journey as closely as possible. By dividing the train into sections, the complexity of calculating the optimal speed is avoided, and when adjusting the power pack output, a stable optimal speed can be used for comparison throughout the journey. The preset division rules in this embodiment can be customized according to user needs. For example, the division can be based on the early, middle, and late stages of the journey, or the length of each section can be limited, or the number of sections can be limited.

[0073] Furthermore, to facilitate calculations and better view the train's travel status, in this embodiment, the train route is divided into several equal sections by determining the number of sections to be divided. In this embodiment, the preset division rule is to determine the number of sections to be divided and to divide the route into several equal sections based on the length of the route.

[0074] It is understandable that the traction required by the train varies depending on the number of people and weight on board. For example, during rush hour or during special holidays such as the Spring Festival travel rush, the number of people increases, which in turn requires more traction, and fuel consumption increases. If the train is still controlled using the normal optimal control curve, it will not meet the driving requirements. Therefore, before confirming the optimal control curve for train operation, this embodiment also includes:

[0075] Set filtering conditions to select the trips that meet your requirements from the historical trips as test trips. The filtering conditions should include at least time and / or date.

[0076] The position-speed curve with the lowest fuel consumption during the test trip is selected as the optimal control curve for train travel.

[0077] The screening conditions in this embodiment are used to select the appropriate optimal control curve for different load scenarios of the train. The screening conditions in this embodiment may include but are not limited to time, date, etc. For example, for the train control method during rush hour and commuting time, time can be set as the screening condition, and the itinerary between 7 and 9 o'clock can be screened out from the historical itinerary of the train, and the optimal control curve can be selected from the screened itinerary. For special holidays such as the Spring Festival travel rush, date can be set as the screening condition, and the itinerary during the holiday period can be selected from the historical itinerary, and the optimal control curve can be selected from them. Alternatively, based on the current date, itineraries before and after the current date can be selected, and the optimal control curve can be selected from them. Time in this embodiment refers to a specific time point, time period, or moment. Date refers to a specific number of days.

[0078] You can set one or more filtering conditions as needed. For example, use time as the filtering condition to filter out all data points corresponding to this operating time period. The data points constitute a data set, named the first data set. Use date as the filtering condition to filter the data points in the first data set. Use the 5 days before and after this operating time (the specific number of days can be set) as the filtering condition to filter out data points. The data points constitute a data set, named the second data set. Compare the fuel consumption information contained in the data points in the second data set, filter out the data point with the lowest fuel consumption, and name it the optimal fuel consumption data point. The position-speed curve contained in the optimal fuel consumption data point is the optimal control curve.

[0079] For example, let's assume that the train's run time from Station A to Station B is between 9:00 AM and 10:00 AM on March 20th. The optimal position-speed curve is generated as follows: First, filter out all data points where the train's run time from Station A to Station B falls between 9:00 AM and 10:00 AM. Second, from the results of the first step, filter out data points from March 15th to 25th. Third, compare fuel consumption across all data points from the second step to identify the data point with the lowest fuel consumption. Fourth, the position-speed curve for the data point with the lowest fuel consumption obtained in the third step is the optimal data curve.

[0080] Based on the above embodiment, this embodiment further provides a method for matching the rotational speed of a power pack with the output power of the traction level, wherein controlling the power pack to output power according to the rotational speed corresponding to the traction level includes:

[0081] Determine the current load power required for the train to travel based on the current traction level of the train;

[0082] According to the power pack speed-power curve, confirm the power pack speed corresponding to the current load power.

[0083] In this embodiment, the current load power required for the train to travel is determined according to the current traction level of the train. The calculation formula for the current load power is:

[0084] Where P is the load power, F is the traction force, v is the train speed, μ is the traction level, η1 is the gearbox efficiency (value is 0.975), η2 is the traction motor efficiency (value is 0.93), K is the auxiliary load (set to a fixed value), and η3 is the converter efficiency (value is 0.98).

[0085] Based on the internal combustion power pack's 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 shows a power pack power-speed curve diagram provided by an embodiment of the present application. In the rated output power curve of the power pack generator, when the output power is 300kW, the corresponding speed is 1600rpm. Therefore, if the calculated real-time power is 300kW, the power pack is controlled to operate at 1600rpm.

[0086] Building on the above-mentioned embodiment, this embodiment also provides different modes for train control. For example, a training mode and an operating mode button are provided on the train driver's control panel. In training mode, the train does not execute the diesel train control method provided in the above-mentioned embodiment, but only records operating data to obtain more data samples and expand the data set. The diesel train control method provided in the above-mentioned embodiment is only executed when switching to operating mode.

[0087] Specifically, in this embodiment, before the step of confirming the current running status of the train, the following steps are further included:

[0088] Select the train's driving control mode according to user instructions; the driving control mode includes test mode and driving mode;

[0089] If in test mode, the vehicle information of the train is recorded during its journey from the origin to the destination, and the vehicle information is stored as the historical travel required for drawing the position-speed curve; the vehicle information includes at least fuel consumption and the train's travel time in each section;

[0090] If it is in driving mode, the step of confirming the current running status of the train is entered.

[0091] In the above embodiments, the internal combustion engine train control method is described in detail. This application also provides corresponding embodiments of the internal combustion engine train control device. It should be noted that this application describes the embodiments of the device from two perspectives: one is based on the functional module perspective, and the other is based on the hardware perspective.

[0092] FIG4 is a structural diagram of a control device for an internal combustion engine train provided in an embodiment of the present application. As shown in FIG4 , the device includes:

[0093] The confirmation module 10 is used 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, the first control module is executed; if the current running state of the train is the traction state, the judgment module is executed;

[0094] The first control module 11 is used to control the power pack to operate at a speed point with the lowest fuel consumption rate;

[0095] The determination module 12 is configured to determine whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if so, the first control module is executed; if not, the second control module is executed; wherein the optimal speed is the speed corresponding to the current position of the train in the train's historical itinerary that has the lowest fuel consumption among the required fuel consumption from the origin to the destination;

[0096] The second control module 13 is used to control the power pack to output according to the rotation speed corresponding to the traction level.

[0097] Since the embodiments of the apparatus part correspond to the embodiments of the method part, please refer to the description of the embodiments of the method part for the embodiments of the apparatus part, and they will not be repeated here.

[0098] The internal combustion train control device provided in this application is different from the current technology, in which the output power of the power pack is completely controlled by the driver's gear operation. During the train's operation, the power pack output needs to be frequently adjusted to ensure that the train arrives at the destination on time, resulting in energy waste when the train switches between traction and non-traction states. Using this technical solution, when controlling the train's operation, it is first necessary to confirm the train's current operating state, which includes traction and non-traction states. If the train's current operating state is non-traction, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. If the train's current operating state is traction, it is determined whether the train's current speed is greater than or equal to the optimal speed corresponding to the current position. If so, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate. If not, the power pack is controlled to output according to the speed corresponding to the traction level. In this technical solution, the optimal speed is the speed corresponding to the train's current position during the train's historical journey from the origin to the destination with the lowest fuel consumption. In this technical solution, the train's required speed at the current position is determined based on the train's lowest fuel consumption trip. By comparing it with the current speed, it is determined whether the train needs to be towed. If towing is required, it is controlled according to the traction level. If towing is not required, the power required for the auxiliary load is provided, thereby achieving control over the train's travel and reducing unnecessary energy loss.

[0099] FIG5 is a structural diagram of another internal combustion train control device provided by an embodiment of the present application. As shown in FIG5 , the device includes: a memory 20 for storing computer programs;

[0100] The processor 21 is configured to implement the steps of the internal combustion train control method described in the above embodiment when executing a computer program.

[0101] The internal combustion engine train control device provided in this embodiment may include, but is not limited to, a smart phone, a tablet computer, a laptop computer, or a desktop computer.

[0102] Among them, the processor 21 may 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 hardware form of a digital signal processor (DSP), a field programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0103] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory, and non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, it can implement the relevant steps of the internal combustion train control method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include but is not limited to the optimal vehicle speed, etc.

[0104] In some embodiments, the internal combustion train control device may further include a display screen 22 , an input / output interface 23 , a communication interface 24 , a power supply 25 , and a communication bus 26 .

[0105] Those skilled in the art will appreciate that the structure shown in FIG. 5 does not limit the control device for an internal combustion train and may include more or fewer components than shown in the figure.

[0106] The internal combustion engine train control device provided in an embodiment of the present application includes a memory and a processor. When the processor executes a program stored in the memory, it can implement the following method: internal combustion engine train control method.

[0107] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiment.

[0108] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and executes all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0109] The above is a detailed introduction to the internal combustion train control method, device and medium provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of this application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of this application.

[0110] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A method for controlling a diesel-powered train, characterized in that: include: Confirm the current running state of the train; the running state includes a traction state and a non-traction state; If the current running state of the train is the non-traction state, the power pack is controlled to run at a speed point with the lowest fuel consumption rate; 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 corresponding to the current position of the train in the historical journey of the train, in the journey with the lowest fuel consumption from the origin to the destination; If yes, controlling the power pack to run at a speed point with the lowest fuel consumption rate; If not, the power pack is controlled to output according to the rotation speed corresponding to the traction level.

2. The internal combustion engine train control method according to claim 1, characterized in that: The calculation of the optimal vehicle speed corresponding to the current position includes: Dividing the route between the origin and 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; 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 used as the traveling speed of the train at the corresponding section position, so as to obtain the position-speed curve of the train traveling from the starting point to the destination; Recording the fuel consumption required for the train to travel from the origin to the destination; Confirming that the position-speed curve with the lowest fuel consumption in the historical trip is the optimal control curve for the train travel; According to the optimal control curve, the corresponding optimal vehicle speed is confirmed by the current position of the train.

3. The internal combustion engine train control method according to claim 2, characterized in that: Before confirming the optimal control curve for the train running, the method further includes: Setting a screening condition to select a trip that meets the requirements from the historical trips as a test trip; the screening condition at least includes time and / or date; The position-speed curve with the lowest fuel consumption in the test trip is selected as the optimal speed curve for the train operation. Control curve.

4. The internal combustion engine train control method according to claim 1, characterized in that: Controlling the power package to output according to the speed corresponding to the traction level includes: Determining the current load power required for the train to travel according to the current traction level of the train; According to the power pack speed-power curve, confirm the power pack speed corresponding to the current load power.

5. The internal combustion engine train control method according to claim 2, characterized in that: Before the step of confirming the current running status of the train, it also includes: Selecting a travel control mode of the train according to a user instruction; the travel control mode includes a test mode and a travel mode; If it is a test mode, the vehicle information of the train during its travel from the origin to the destination is recorded, and the vehicle information is stored as a historical trip required for drawing a position-speed curve; the vehicle information at least includes fuel consumption and the travel time of the train in each section; If it is in driving mode, the step of confirming the current running status of the train is entered.

6. The internal combustion engine train control method according to claim 2, characterized in that: The dividing of the line between the departure place and the destination of the train into a plurality of sections according to a preset division rule comprises: The number of divided sections is determined, and the route between the origin and destination of the train is equally divided into a number of sections.

7. The internal combustion engine train control method according to any one of claims 1 to 6, characterized in that: The control power package runs at a speed point with the lowest fuel consumption rate, which is a speed point corresponding to the power required for all auxiliary loads to work.

8. A control device for a diesel-powered train, characterized in that: include: A confirmation module, used to confirm the current running state of the train; the running state includes a traction state and a non-traction state; If the current running state of the train is the non-traction state, running the first control module; If the current running state of the train is the traction state, the running judgment module; A first control module is used to control the power pack to operate at a speed point with the lowest fuel consumption rate; A judgment module, used to judge whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if so, the first control module is operated, and if not, the second control module is operated; wherein the optimal speed is the speed corresponding to the current position of the train in the historical journey of the train, in the journey with the lowest fuel consumption from the origin to the destination; The second control module is used to control the power pack to output according to the rotation speed corresponding to the traction level.

9. A control device for a diesel-powered train, characterized in that: comprising a memory for storing a computer program; A processor is used to implement the steps of the internal combustion power train control method as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the internal combustion engine train control method according to any one of claims 1 to 7 are implemented.

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