WO2025035550A1 - 一种内燃动力列车控制方法、装置以及介质 - Google Patents

一种内燃动力列车控制方法、装置以及介质 Download PDF

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Publication number
WO2025035550A1
WO2025035550A1 PCT/CN2023/122547 CN2023122547W WO2025035550A1 WO 2025035550 A1 WO2025035550 A1 WO 2025035550A1 CN 2023122547 W CN2023122547 W CN 2023122547W WO 2025035550 A1 WO2025035550 A1 WO 2025035550A1
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Prior art keywords
train
speed
traction
current
power
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PCT/CN2023/122547
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English (en)
French (fr)
Inventor
齐彪
周安德
吕志龙
陈爱军
向文良
黄海
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Publication of WO2025035550A1 publication Critical patent/WO2025035550A1/zh
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated

Definitions

  • the present application relates to the field of rail transit technology, and in particular to a method, device and medium for controlling an internal combustion powered train.
  • the high-speed output selection of the power pack requires the corresponding braking time to be suppressed, and the low-speed output selection requires frequent train speed-up to ensure that the train can arrive at the destination on time.
  • the switching between the traction state and the non-traction state of the train in this process causes energy waste.
  • the purpose of the present 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 frequent adjustment of the power pack output during the train running in order to ensure that the train arrives at the destination on time, so as to achieve energy saving.
  • the present application provides a method for controlling a diesel-powered train, comprising:
  • the running state includes a traction state and a non-traction state
  • the power pack is controlled to run at a speed point with the lowest fuel consumption rate
  • 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;
  • the power pack is controlled to output according to the rotation speed corresponding to the traction level.
  • the calculation of the optimal vehicle speed corresponding to the current position includes:
  • 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;
  • the corresponding optimal vehicle speed is confirmed by the current position of the train.
  • the method further comprises:
  • 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 control curve for the train travel.
  • controlling the power package to output according to the rotation speed corresponding to the traction level includes:
  • the method further comprises:
  • the travel control mode includes a test mode and a travel 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;
  • the step of confirming the current running status of the train is entered.
  • dividing the line between the departure place and the destination of the train into several 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.
  • 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.
  • control device for an internal combustion powered train comprising:
  • 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, the first control module is operated; if the current running state of the train is the traction state, the judgment module is operated;
  • 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.
  • the present application also provides another internal combustion power train control device, including a memory for storing a computer program
  • the processor is used to implement the steps of the internal combustion power train control method as described above when executing the computer program.
  • the present application also provides a computer-readable storage medium, on which a computer program is stored.
  • a computer program is stored on which a computer program is stored.
  • the steps of the internal combustion power train control method as described above are implemented.
  • the control method for internal combustion power trains provided in the present application is different from the current technology in that the output power of the power pack is completely controlled by the driver's gear operation. In order to ensure that the train arrives at the destination on time during the train's operation, the output of the power pack needs to be adjusted frequently, which causes energy waste when the train switches between the traction state and the non-traction state.
  • the power pack when controlling the train's operation, it is first necessary to confirm the current operating state of the train, where the operating state includes the traction state and the non-traction state; if the current operating state of the train is the non-traction state, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate; if the current operating 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 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.
  • 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 among the fuel required to travel from the origin to the destination.
  • the speed that the train should have at its current position is determined based on the train's journey with the lowest fuel consumption. 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.
  • 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 effect as above.
  • FIG1 is a flow chart of a method for controlling a diesel-powered train provided in an embodiment of the present application
  • FIG2 is a main power supply circuit diagram of a diesel-electric transmission train provided in an embodiment of the present application.
  • FIG3 is a power pack power-speed curve diagram provided in an embodiment of the present application.
  • FIG4 is a structural diagram of a control device for an internal combustion power train provided in an embodiment of the present application.
  • FIG5 is a structural diagram of another internal combustion power train control device provided in an embodiment of the present application.
  • 1 is an internal combustion power pack
  • 2 is a traction converter
  • 3 is a traction motor
  • 4 is an auxiliary load
  • 5 is a braking resistor.
  • the core of the present 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 frequent adjustment of the power pack output during the train running in order to ensure that the train arrives at the destination on time, so as to achieve energy saving.
  • FIG1 is a flow chart of a method for controlling a diesel-powered train provided in an embodiment of the present application. As shown in FIG1 , the method includes:
  • step 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.
  • step 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.
  • the internal combustion power train control method provided in this embodiment is mainly used in urban rail transportation systems. It can be understood that the internal combustion power pack is the only energy source of the train, and the train load is mainly It includes two major parts: traction load and auxiliary load.
  • the traction load is the main power source of the train
  • the auxiliary load is the equipment with auxiliary functions on the train, such as air conditioning, 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 traction energy consumption of the train is an important way to achieve energy saving and is of great significance.
  • the internal combustion power train control method provided in the present application is used to run at the most energy-efficient train speed according to the operating characteristics of the train line, avoiding energy waste caused by excessive traction.
  • the power pack is part of a modular power system, which includes a certain type of engine, and may also include a transmission and various supporting components.
  • Figure 2 is a main power supply circuit diagram of an internal combustion-electric transmission train provided in an embodiment of the present application.
  • the output of the internal combustion power pack 1 is supplied to the traction motor 3 and the auxiliary load 4 after passing through the traction inverter 2, and the excess energy is consumed by the braking resistor 5.
  • 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.
  • the power pack is loaded to provide power for the train.
  • the non-traction state includes the inertia state and the braking state.
  • the power pack does not need to provide traction for the train.
  • a train in a non-traction state does not need traction power, and the power pack only needs to supply energy to auxiliary loads on the train, such as air conditioning, lighting and other equipment, to meet the functional requirements of users on the train for auxiliary loads.
  • auxiliary loads on the train such as air conditioning, lighting and other equipment
  • the power required is also different.
  • the power provided by the power pack will also change.
  • a fixed power output can be set for the power pack: at the speed point with the lowest fuel consumption rate, when the train is in a non-traction state, it is only necessary to control the power pack to run at the speed point with the lowest fuel consumption rate, and its output can meet the power requirements of the auxiliary loads.
  • the power pack output is mainly for train traction. Therefore, when the power pack runs at the speed point with the lowest fuel consumption rate, its output power can meet the power required when all auxiliary loads on the train are turned on. Or it can also be set according to environmental requirements, such as the need to turn on the air conditioner in hot weather in summer, and according to the power required by the auxiliary loads that need to be turned on during train operation.
  • the train When the train is in the traction state, it is necessary to determine whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position.
  • the train since the distance between the train's departure point and destination is fixed, and the train's travel time is fixed, the train is controlled by the driver to switch between the traction state and the non-traction state during each trip. Different operations will result in different speeds for each trip. The amount of fuel consumed is different. In this implementation, the trip with the lowest fuel consumption is selected as the optimal trip among the multiple historical trips of the train, and the driver's control of the train in this process is the optimal control method.
  • the power pack when the train is in the traction state, it is necessary to determine 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, there is no need to provide traction for the train. At this time, the power pack only needs to meet the auxiliary load energy supply. Therefore, the power pack is also controlled to run at the speed point with the lowest fuel consumption rate. At this time, the train will slow down under the action of friction and air resistance. If the current speed is less than the optimal speed corresponding to the current position, it is necessary to control the power pack to output according to the speed corresponding to the traction level to provide traction and accelerate the train.
  • the purpose of adjusting the output of the power pack in this embodiment is to make the train's travel speed close to the optimal speed. Therefore, during the driving process, the comparison between the current travel speed and the optimal speed can be a continuous action to enable the train to travel at the optimal speed.
  • the traction level in this embodiment can be the power pack operating gear controlled by the driver.
  • the internal combustion power train control method provided in the embodiment of the present application is different from the current technology in that the output power of the power pack is completely controlled by the driver's gear operation.
  • the power pack output needs to be adjusted frequently, which causes energy waste when the train switches between the traction state and the non-traction state.
  • the power pack when controlling the train operation, it is first necessary to confirm the current operating state of the train, where the operating state includes the traction state and the non-traction state; if the current operating state of the train is the non-traction state, the power pack is controlled to operate at the speed point with the lowest fuel consumption rate; if the current operating 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 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.
  • 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 among the fuel required to travel from the starting point to the destination.
  • the system sets the desired travel speed and compares it with the current speed to confirm whether the train needs traction. If traction is needed, it is controlled according to the traction level. If traction is not needed, the power required for the auxiliary load is provided, thereby achieving control over the train's travel and reducing unnecessary energy loss.
  • 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 according to the coordinates. However, during the driving process of the train, there will be conversions 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.
  • a specific method for calculating the speed corresponding to the current position is provided, and correspondingly, the same method is used to confirm when confirming the optimal speed.
  • the calculation of the optimal speed corresponding to the current position of the train includes:
  • the line between the train's origin and destination is divided into several sections;
  • 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 starting point to the destination;
  • the corresponding optimal speed is confirmed by the current position of the train.
  • the line between the origin and the destination of the train is divided into several sections, and the time required for the train to travel on each section is recorded. 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 travel speed of the train at the corresponding section position, so as to obtain the position-speed curve of the train from the origin to the destination, and confirm that the position-speed curve with the lowest fuel consumption in the historical journey is the optimal position-speed curve for the train to travel.
  • Optimal control curve is Optimal control curve.
  • the average speed of the train in each section is calculated as the corresponding optimal speed.
  • the optimal journey of the train can be reproduced as much as possible.
  • the preset division rules in this embodiment can be set according to user needs. For example, it can be divided according to the early-middle-late period of the journey, or the length of each section can be limited, or the number of sections can be limited.
  • the method for dividing the train running route is: confirming the number of divided sections, and dividing the route between the train's origin and destination into several sections.
  • the preset division rule is to confirm the number of divided sections, and divide the running route into several sections according to the length of the running route.
  • this embodiment also includes:
  • the position-speed curve with the lowest fuel consumption in the test trip is selected as the optimal control curve for train travel.
  • 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.
  • the time can be set as the screening condition, and the itinerary from 7 to 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.
  • the 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 it.
  • the itinerary before and after the current date can be selected, and the optimal control curve can be selected from it.
  • the time in this embodiment refers to a specific time point, time period, or moment.
  • the date refers to a specific number of days.
  • 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.
  • 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 points with the lowest fuel consumption, and name them the optimal fuel consumption data points.
  • the position-speed curve contained in the optimal fuel consumption data point is the optimal control curve.
  • the train runs from station A to station B from 9:00 to 10:00 am on March 20.
  • the process of generating the optimal position-speed curve is as follows: the first step is to filter out all data points with a running time from station A to station B of 9:00 to 10:00 am; the second step is to filter out data points from March 15 to March 25 again by date from the results of the first step; the third step is to compare the fuel consumption of all data points in the second step. Filter out the data point with the lowest fuel consumption.
  • the fourth step is that the position-speed curve contained in the data point with the lowest fuel consumption obtained in the third step is the optimal data curve.
  • this embodiment further provides a method for matching the rotation speed of a power pack with the output power of the traction level, and controlling the power pack to output according to the rotation speed corresponding to the traction level includes:
  • 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:
  • P load power
  • F traction force
  • v train speed
  • ⁇ traction level
  • ⁇ 1 gearbox efficiency (value is 0.975)
  • ⁇ 2 traction motor efficiency (value is 0.93)
  • K auxiliary load (set to a fixed value)
  • ⁇ 3 converter efficiency (value is 0.98).
  • Figure 3 is a power pack power-speed curve provided by an embodiment of the present application.
  • 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.
  • this embodiment also provides different mode selections for train control. For example, training mode and working mode buttons are set on the train driver control screen.
  • training mode the train does not execute the internal combustion train control method provided in the above embodiment, but only records the running data to obtain more data samples and expand the data set.
  • the internal combustion train control method provided in the above embodiment is only executed when switching to the working mode.
  • the driving control mode includes test mode and driving mode
  • the vehicle information of the train during its journey from the origin 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 the fuel consumption and the travel time of the train in each section;
  • the step of confirming the current running status of the train is entered.
  • the internal combustion engine train control method is described in detail, and the present application also provides an embodiment corresponding to the internal combustion engine train control device. It should be noted that the present application describes the embodiments of the device part from two perspectives, one is based on the functional module perspective, and the other is based on the hardware perspective.
  • 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:
  • 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 operated; if the current running state of the train is the traction state, the judgment module is operated;
  • the first control module 11 is used to control the power pack to run at a speed point with the lowest fuel consumption rate
  • the judging module 12 is used to judge whether the current speed of the train is greater than or equal to the speed corresponding to the current position.
  • the optimal speed of the train if yes, the first control module is run, if not, 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, in the journey with the lowest fuel consumption from the origin to the destination;
  • the second control module 13 is used to control the power pack to output according to the rotation speed corresponding to the traction level.
  • the internal combustion power train control device provided by the present application is compared with the current technology, in which the output power of the power pack is completely controlled by the driver's gear operation.
  • the power pack output needs to be adjusted frequently, which causes energy waste when the train switches between the traction state and the non-traction state.
  • the power pack when controlling the train running, it is first necessary to confirm the current running state of the train, where 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 determined whether the current speed of the train is greater than or equal to the optimal speed corresponding to the current position; if so, the power pack is controlled to run 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.
  • 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 among the fuel required to travel from the origin to the destination.
  • the speed that the train should have at its current position is determined based on the train's journey with the lowest fuel consumption. 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.
  • FIG5 is a structural diagram of another internal combustion power train control device provided in an embodiment of the present application. As shown in FIG5 , the device includes: a memory 20 for storing a computer program;
  • the processor 21 is used to implement the steps of the internal combustion train control method as described in the above embodiment when executing the computer program.
  • the internal combustion engine train control device may include but is not limited to a smart phone, a tablet computer, a laptop computer or a desktop computer.
  • the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc.
  • the processor 21 may 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).
  • DSP digital signal processor
  • FPGA field-programmable gate array
  • PDA programmable logic array
  • 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.
  • 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.
  • the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.
  • AI artificial intelligence
  • the memory 20 may include one or more computer-readable storage media, which may be non-transitory.
  • the memory 20 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices.
  • 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.
  • 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.
  • the operating system 202 may include Windows, Unix, Linux, etc.
  • Data 203 may include but is not limited to optimal vehicle speed, etc.
  • the internal combustion power 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 .
  • FIG. 5 does not constitute a limitation on the control device for an internal combustion engine train, and may include more or fewer components than those shown in the figure.
  • the internal combustion engine train control device provided in the embodiment of the present application includes a memory and a processor.
  • the processor executes the program stored in the memory, it can implement the following method: internal combustion engine train control method.
  • the present application also provides an embodiment corresponding to a computer-readable storage medium.
  • a computer program is stored on the readable storage medium, and when the computer program is executed by the processor, the steps recorded in the above method embodiment are implemented.
  • 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.
  • 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, and the computer software product is stored in a storage medium to execute all or part of the steps of the method described in each embodiment of the present application.
  • the aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program code.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

一种内燃动力列车控制方法，能够根据列车的当前运行状态，控制动力包的输出，根据列车耗油量最低的行程，确认列车在当前位置应当有的行驶速度，通过与当前速度进行比较确认列车是否需要牵引，在需要牵引时按照牵引级位进行控制，在不需要时提供辅助负载所需的功率，从而实现了对列车行驶的控制。此外还包括利用该控制方法的装置和介质。该技术方案的采用，不需要频繁调整动力包输出，减少了列车在牵引状态和非牵引状态之间切换时造成的能源浪费，减少了不必要的能源损耗。

Description

一种内燃动力列车控制方法、装置以及介质
本申请要求于2023年8月11日提交中国专利局、申请号为202311013276.9、发明名称为“一种内燃动力列车控制方法、装置以及介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及轨道交通技术领域，特别是涉及一种内燃动力列车控制方法、装置以及介质。
背景技术
内燃动力列车由于自带动力，仅需要加注燃油就可运行，内燃动力包是列车唯一能量源，不需要依赖铁道线路接触网进行受流供电。当前的内燃动力列车通常会设置几个固定的操作档位，司机通过调节不同的档位对动力包进行转速控制和列车动力控制。该方式仅考虑列车的动力系统输出与司机操作指令的匹配性，即司机操作档位越高，则内燃动力包转速高，动力输出大，列车加速快。
但是在城市轨道交通中，为了满足行驶时间的需求，以及受列车的始发地和目的地之间的距离限制，动力包高档位的输出选择则需要对应的刹车时长进行抑制，低档位的输出选择则需要频繁的进行列车提速，从而保证列车能准时抵达目的地。该过程中列车牵引状态和非牵引状态的切换，造成了能源的浪费。
由此可见，如何在控制列车行驶时，实现节能的效果是本领域技术人员亟待解决的问题。
发明内容
本申请的目的是提供一种内燃动力列车控制方法、装置以及介质，避免当前技术中列车行驶过程中为满足列车准时抵达目的地则需要频繁调整动力包输出使列车在牵引状态和非牵引状态之间切换时造成了能源的浪费，用于实现节能的效果。
为解决上述技术问题，本申请提供一种内燃动力列车控制方法，包括：
确认列车的当前运行状态；所述运行状态包括牵引状态和非牵引状态；
若所述列车的当前运行状态为所述非牵引状态，则控制动力包运行在燃油消耗率最低的转速点；
若所述列车的当前运行状态为所述牵引状态，则判断所述列车的当前车速是否大于或等于当前位置对应的最优车速；其中，所述最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速；
若是，则控制所述动力包运行在燃油消耗率最低的转速点；
若否，则控制所述动力包按照牵引级位对应的转速进行输出。
优选的，当前位置对应的最优车速的计算包括：
按照预设划分规则，将所述列车的始发地和目的地之间的线路划分为若干区段；
记录所述列车在各区段上行驶所需的时间；
根据时间与各区段的长度，计算所述列车在各区段上行驶的平均速度，并以平均速度作为所述列车在对应区段位置下的行驶速度，以得到所述列车从始发地行驶至目的地的位置-速度曲线；
记录所述列车从始发地行驶至目的地所需的耗油量；
确认历史行程中，耗油量最低的位置-速度曲线为所述列车行驶的最优控制曲线；
根据所述最优控制曲线，通过所述列车的当前位置确认对应的最优车速。
优选的，在确认所述列车行驶的最优控制曲线之前，还包括：
设置筛选条件，以在所述历史行程中筛选出符合需求的行程作为测试行程；所述筛选条件至少包括时间和/或日期；
选择测试行程中耗油量最低的位置-速度曲线为所述列车行驶的最优控制曲线。
优选的，控制动力包按照牵引级位对应的转速进行输出包括：
根据所述列车的当前牵引级位确认所述列车行驶所需的当前负载功率；
根据动力包转速-功率的曲线图，确认当前负载功率对应的动力包转 速。
优选的，在确认列车的当前运行状态的步骤之前，还包括：
根据用户指令选择列车的行驶控制模式；所述行驶控制模式包括测试模式和行驶模式；
若为测试模式，则记录所述列车从始发地行驶至目的地过程中的车辆信息，并将所述车辆信息作为绘制位置-速度曲线所需的历史行程进行存储；所述车辆信息至少包括耗油量、所述列车在各区段中的行驶时间；
若为行驶模式，则进入所述确认列车的当前运行状态的步骤。
优选的，所述按照预设划分规则，将所述列车的始发地和目的地之间的线路划分为若干区段包括：
确认划分区段数，将所述列车的始发地和目的地之间的线路等分为若干区段。
优选的，所述控制动力包运行在燃油消耗率最低的转速点为满足全部辅助负载工作所需的功率对应的转速点。
为解决上述技术问题，本申请还提供一种内燃动力列车控制装置，包括：
确认模块，用于确认列车的当前运行状态；所述运行状态包括牵引状态和非牵引状态；若所述列车的当前运行状态为所述非牵引状态，则运行第一控制模块；若所述列车的当前运行状态为所述牵引状态，则运行判断模块；
第一控制模块，用于控制动力包运行在燃油消耗率最低的转速点；
判断模块，用于判断所述列车的当前车速是否大于或等于当前位置对应的最优车速；若是，则运行第一控制模块，若否，则运行第二控制模块；其中，所述最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速；
第二控制模块，用于控制所述动力包按照牵引级位对应的转速进行输出。
为解决上述技术问题，本申请还提供另一种内燃动力列车控制装置，包括存储器，用于存储计算机程序；
处理器，用于执行所述计算机程序时实现如上述的内燃动力列车控制方法的步骤。
为解决上述技术问题，本申请还提供一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如上述的内燃动力列车控制方法的步骤。
本申请所提供的内燃动力列车控制方法，相对于当前技术中，动力包的输出功率完全由司机操作档位控制，而在列车行驶过程中为满足列车准时抵达目的地则需要频繁调整动力包输出，使列车在牵引状态和非牵引状态之间切换时造成了能源的浪费，采用本技术方案，在控制列车运行时首先需要确认列车的当前运行状态，其中运行状态包括牵引状态和非牵引状态；若列车的当前运行状态为非牵引状态，则控制动力包运行在燃油消耗率最低的转速点；若列车的当前运行状态为牵引状态，则判断列车的当前车速是否大于或等于当前位置对应的最优车速；若是，则控制动力包运行在燃油消耗率最低的转速点；若否，则控制动力包按照牵引级位对应的转速进行输出。在本技术方案中，最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速。本技术方案中，根据列车耗油量最低的行程，确认列车在当前位置应当有的行驶速度，通过与当前速度进行比较确认列车是否需要牵引，在需要牵引时按照牵引级位进行控制，在不需要时提供辅助负载所需的功率，从而实现了对列车行驶的控制，减少了不必要的能源损耗。
此外，本申请所提供的内燃动力列车控制装置以及介质，与上述的内燃动力列车控制方法相对应，效果同上。
附图说明
为了更清楚地说明本申请实施例，下面将对实施例中所需要使用的附图做简单的介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的一种内燃动力列车控制方法的流程图；
图2为本申请实施例提供的一种内燃-电力传动列车的主供电电路图；
图3为本申请实施例提供的一种动力包功率-转速曲线图；
图4为本申请实施例提供的一种内燃动力列车控制装置的结构图；
图5为本申请实施例提供的另一种内燃动力列车控制装置的结构图；
附图标记如下：1为内燃动力包，2为牵引变流器，3为牵引电机，4为辅助负载，5为制动电阻。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下，所获得的所有其他实施例，都属于本申请保护范围。
本申请的核心是提供一种内燃动力列车控制方法、装置以及介质，避免当前技术中列车行驶过程中为满足列车准时抵达目的地则需要频繁调整动力包输出使列车在牵引状态和非牵引状态之间切换时造成了能源的浪费，用于实现节能的效果。
为了使本技术领域的人员更好地理解本申请方案，下面结合附图和具体实施方式对本申请作进一步的详细说明。
图1为本申请实施例提供的一种内燃动力列车控制方法的流程图，如图1所示，该方法包括：
S10：判断列车的当前运行状态是否为牵引状态，若是，则进入步骤S111，若否，则进入步骤S110。
S110：控制动力包运行在燃油消耗率最低的转速点。
S111：判断列车的当前车速是否大于或等于当前位置对应的最优车速；其中，最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速；若是，则进入步骤S110，若否，则进入步骤S12。
S12：控制动力包按照牵引级位对应的转速进行输出。
本实施例提供的一种内燃动力列车控制方法，主要用于城市轨道运输系统，可以理解的是，内燃动力包作为列车的唯一能量源，列车负载主要 包括牵引负载和辅助负载两大部分，牵引负载为列车的主要动力来源，辅助负载为列车上起辅助功能的设备，例如空调、照明等。其中列车牵引负载耗能在列车总能耗中占主要部分。因此，降低列车牵引能耗是实现节能的重要方式，具有重要的意义。本申请提供的内燃动力列车控制方法用于根据列车线路运营特征，按最节能的列车速度运行，避免过多的牵引造成能量的浪费。动力包是模块化动力系统的一部分，包含某种类型的发动机，还可能包含一个变速器和各种支持部件。图2为本申请实施例提供的一种内燃-电力传动列车的主供电电路图，内燃动力包1的输出经牵引变流器2后为牵引电机3和辅助负载4供电，多于的能量被制动电阻5消耗。
在本实施例中，首先需要确认列车的当前运行状态，其中，运行状态包括牵引状态和非牵引状态，列车处于牵引状态时，动力包加载为列车提供动力。非牵引状态包括惰性状态和制动状态，当列车处于非牵引状态时，动力包无需为列车提供牵引力。
可以理解的是，处于非牵引状态下的列车无需牵引动力，动力包仅需要为列车上的辅助负载例如空调、照明等设备供能即可，以满足列车上用户对辅助负载的功能需求。其中，当列车上开启的辅助负载的个数或种类不同时，其所需的功率也不同，为满足需求，动力包所提供的功率也会发生变化。为了避免动力包输出功率的频繁变化，可以为动力包设置固定的功率输出为：在燃油消耗率最低的转速点，当列车处于非牵引状态时，只需控制动力包运行在燃油消耗率最低的转速点，其输出即可满足辅助负载的功率需求。并且，由于辅助负载供能所占动力包输出的比例较小，动力包输出主要为列车牵引供能，因此当动力包运行在燃油消耗率最低的转速点时，其输出功率可以满足列车上全部辅助负载开启时所需的功率。或者也可以根据环境需求例如夏天在高温天气需要开启空调等，根据列车运行中需要开启的辅助负载需要的功率进行设置。
当列车处于牵引状态时，需要判断列车的当前车速是否大于或等于当前位置对应的最优车速。在具体实施中，由于列车从始发地至目的地之间的距离固定，以及列车行驶的时间固定，每次行程中，列车在司机控制下，存在牵引状态和非牵引状态间的转换，不同的操作会导致列车每次行程所 耗费的油量不同。本实施中，是在列车的多次历史行程中，选择耗油量最低的行程为最优行程，该过程中司机对列车的控制为最优控制方式。可以理解的是，若能复刻最优行程中司机对列车的控制方式，则实现了列车比较节能的控制方法。因此，为了复刻列车最节能的行驶方法，本申请是根据列车在行驶中的不同位置对应的速度进行控制的，将最优行程中，列车在不同位置对应的速度作为最优速度。在列车行驶中，若能在行程中的每个位置都以该位置对应的最优速度进行行驶，则能实现对最优行程的复刻。
本实施例中，在列车处于牵引状态时，需要判断列车的当前车速是否大于或等于当前位置对应的最优车速，若大于或等于，则无需为列车提供牵引力，此时动力包仍只需满足辅助负载供能即可，因此同样控制动力包运行在燃油消耗率最低的转速点，此时列车会在摩擦力以及空气阻力等作用下减速。而如果当前车速小于当前位置对应的最优车速，则需要控制动力包按照牵引级位对应的转速进行输出，以提供牵引力，为列车加速。可以理解的是，本实施例中对于动力包的输出调整的目的，是为了使列车的行驶速度靠近最优速度，因此在行驶过程中，对于当前行驶速度与最优速度的比较可以是持续性的动作，以使列车以最优速度进行行驶。本实施例中的牵引级位可以为司机控制的动力包操作档位。
本申请实施例提供的内燃动力列车控制方法，相对于当前技术中，动力包的输出功率完全由司机操作档位控制，而在列车行驶过程中为满足列车准时抵达目的地则需要频繁调整动力包输出，使列车在牵引状态和非牵引状态之间切换时造成了能源的浪费，采用本技术方案，在控制列车运行时首先需要确认列车的当前运行状态，其中运行状态包括牵引状态和非牵引状态；若列车的当前运行状态为非牵引状态，则控制动力包运行在燃油消耗率最低的转速点；若列车的当前运行状态为牵引状态，则判断列车的当前车速是否大于或等于当前位置对应的最优车速；若是，则控制动力包运行在燃油消耗率最低的转速点；若否，则控制动力包按照牵引级位对应的转速进行输出。在本技术方案中，最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速。本技术方案中，根据列车耗油量最低的行程，确认列车在当前位 置应当有的行驶速度，通过与当前速度进行比较确认列车是否需要牵引，在需要牵引时按照牵引级位进行控制，在不需要时提供辅助负载所需的功率，从而实现了对列车行驶的控制，减少了不必要的能源损耗。
上述实施例中介绍了本申请中的最优车速为列车耗油量最低的最优行程中，列车在各位置对应的车速。可以理解的是，相对于列车的整个行程，对于列车的当前位置的判断可以将列车视为坐标点，根据坐标确认列车的位置。然而列车在行驶过程中，会存在加速、匀速、减速间的转换，以及速度的微小变化，如果针对行程中的每个坐标点都进行当前速度与最优速度的比较，则会造成计算量的高度复杂，并且，动力包输出的频繁切换也会造成耗油量的增多，因此，本实施例中提供一种具体的当前位置对应速度的计算方法，对应的，在确认最优车速时也采用同样的方式进行确认。在本实施例中，列车在当前位置对应的最优车速的计算包括：
按照预设划分规则，将列车的始发地和目的地之间的线路划分为若干区段；
记录列车在各区段上行驶所需的时间；
根据时间与各区段的长度，计算列车在各区段上行驶的平均速度，并以平均速度作为列车在对应区段位置下的行驶速度，以得到列车从始发地行驶至目的地的位置-速度曲线；
记录列车从始发地行驶至目的地所需的耗油量；
确认历史行程中，耗油量最低的位置-速度曲线为列车行驶的最优控制曲线；
根据最优控制曲线，通过列车的当前位置确认对应的最优车速。
本实施例中，在将当前车速与最优车速进行比较时，为了避免频繁的调整动力包的输出造成能源的浪费，将列车的始发地和目的地之间的线路划分为若干区段，记录列车在各区段上行驶所需的时间，根据时间与各区段的长度，计算列车在各区段上行驶的平均速度，并以平均速度作为列车在对应区段位置下的行驶速度，以得到列车从始发地行驶至目的地的位置-速度曲线，确认历史行程中，耗油量最低的位置-速度曲线为列车行驶的最 优控制曲线。可以看出，通过将列车的整个行程划分为若干区段，计算列车在各区段上的平均行驶速度作为对应的最优速度，在该方法的控制下能够尽可能的复刻列车的最优行程。通过划分区段的方式，避免了最优车速的计算复杂度，在进行动力包输出调整时能够在一段行程中以稳定的最优车速进行比较。本实施例中的预设划分规则可以根据用户需要自行设置，例如可以根据行程的前期-中期-后期进行划分，或者限定每段区段的长度，或者限定区段的数目等。
进一步的，为了便于计算以及更好的查看列车的行驶状态，在本实施例中，对于列车行驶线路的划分方法为：确认划分区段数，将列车的始发地和目的地之间的线路等分为若干区段。本实施例中，预设划分规则为确认划分区段数，根据行驶线路的长度，将行驶线路等分为若干区段。
可以理解的是，受车载人数、重量的影响，不同行程中列车所需的牵引力也不相同，例如在上、下班高峰期，或者春运等特殊节日，会导致人流量的增大，进而列车所需的牵引力更大，此时的油耗也会增多。如果仍以平时的最优控制曲线进行列车控制会无法满足行驶需求。因此，本实施例中在确认列车行驶的最优控制曲线之前，还包括：
设置筛选条件，以在历史行程中筛选出符合需求的行程作为测试行程；筛选条件至少包括时间和/或日期。
选择测试行程中耗油量最低的位置-速度曲线为列车行驶的最优控制曲线。
本实施例中的筛选条件用于针对列车的不同载重场景选择对应合适的最优控制曲线，本实施例中的筛选条件可以包括但不限于时间、日期等。例如，针对上、下班高峰期时的列车控制方法，可以设置时间为筛选条件，在列车的历史行程中筛选出7点-9点的行程，从筛选出的行程中选择最优控制曲线。针对春运等特殊节日，可以设置日期为筛选条件，选择历史行程中在节日期间的行程，从中选择最优控制曲线。或者可以根据当前日期，选择当前日期前后日期中的行程，从中选择最优控制曲线。本实施例中的时间指具体的时间点、时间段、时刻。日期指具体的天数。
对于筛选条件的设置可以设置一种，也可以根据需求设置多种，例如，以时间为筛选条件，筛选出对应此次运行时间段的所有数据点。数据点构成一个数据集，命名为第一数据集。以日期作为筛选条件对第一数据集内的数据点进行筛选。以此次运行时间前后5天(具体天数可设置)为筛选条件，筛选出数据点。数据点构成一个数据集，命名为第二数据集。对第二数据集内的数据点所包含的油耗信息进行对比，筛选出油耗最低的数据点，命名为最优油耗数据点。最优油耗数据点所包含的位置-速度曲线即为最优控制曲线。
具体的，例如列车此次从A站点到B站点运行时间为上午9:00～10:00，日期为3月20日。则最优位置速度曲线的生成过程为：第一步，筛选出所有从A站点到B站点运行时间为上午9:00～10:00的数据点；第二步，从第一步的筛选结果中，按日期再次筛选出3月15日至3月25日的数据点；第三步，将从第二步的所有数据点中进行油耗对比。筛选出油耗最低的数据点。第四步，第三步获得的油耗最低数据点包含的位置-速度曲线即为最优数据曲线。
在上述实施例的基础上，本实施例还提供一种动力包转速与牵引级位输出功率的匹配方法，控制动力包按照牵引级位对应的转速进行输出包括：
根据列车的当前牵引级位确认列车行驶所需的当前负载功率；
根据动力包转速-功率的曲线图，确认当前负载功率对应的动力包转速。
本实施例中，根据列车的当前牵引级位确认列车行驶所需的当前负载功率，当前负载功率的计算公式为：
其中，P表示负载功率，F表示牵引力，v表示列车速度，μ表示牵引级位，η1表示齿轮传动箱效率(取值0.975)，η2表示牵引电机效率(取值0.93)，K表示辅助负载(设为固定值)，η3表示变流器效率(取值0.98)。
根据内燃动力包功率-转速曲线，查找到计算出的实时负载功率对应的 动力包转速，控制动力包按指定转速运行。图3为本申请实施例提供的一种动力包功率-转速曲线图，动力包发电机额定输出功率曲线中，输出功率为300kW时，对应的转速为1600rpm。因此，如果计算的实时功率为300kW，则控制动力包工作在1600rpm。
在上述实施例的基础上，本实施例中还为列车的控制提供了不同的模式选择。例如在列车司机控制屏上设置训练模式和工作模式按键，训练模式下，列车不执行上述实施例中提供的内燃动力列车控制方法，仅记录运行数据，用来获得更多的数据样本，扩大数据集合。仅切换到工作模式时，才执行上述实施例中提供的内燃动力列车控制方法。
具体的，本实施例中在确认列车的当前运行状态的步骤之前，还包括：
根据用户指令选择列车的行驶控制模式；行驶控制模式包括测试模式和行驶模式；
若为测试模式，则记录列车从始发地行驶至目的地过程中的车辆信息，并将车辆信息作为绘制位置-速度曲线所需的历史行程进行存储；车辆信息至少包括耗油量、列车在各区段中的行驶时间；
若为行驶模式，则进入确认列车的当前运行状态的步骤。
在上述实施例中，对于内燃动力列车控制方法进行了详细描述，本申请还提供内燃动力列车控制装置对应的实施例。需要说明的是，本申请从两个角度对装置部分的实施例进行描述，一种是基于功能模块的角度，另一种是基于硬件的角度。
图4为本申请实施例提供的一种内燃动力列车控制装置的结构图，如图4所示，该装置包括：
确认模块10，用于确认列车的当前运行状态；运行状态包括牵引状态和非牵引状态；若列车的当前运行状态为非牵引状态，则运行第一控制模块；若列车的当前运行状态为牵引状态，则运行判断模块；
第一控制模块11，用于控制动力包运行在燃油消耗率最低的转速点；
判断模块12，用于判断列车的当前车速是否大于或等于当前位置对应 的最优车速；若是，则运行第一控制模块，若否，则运行第二控制模块；其中，最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速；
第二控制模块13，用于控制动力包按照牵引级位对应的转速进行输出。
由于装置部分的实施例与方法部分的实施例相互对应，因此装置部分的实施例请参见方法部分的实施例的描述，这里暂不赘述。
本申请所提供的内燃动力列车控制装置，相对于当前技术中，动力包的输出功率完全由司机操作档位控制，而在列车行驶过程中为满足列车准时抵达目的地则需要频繁调整动力包输出，使列车在牵引状态和非牵引状态之间切换时造成了能源的浪费，采用本技术方案，在控制列车运行时首先需要确认列车的当前运行状态，其中运行状态包括牵引状态和非牵引状态；若列车的当前运行状态为非牵引状态，则控制动力包运行在燃油消耗率最低的转速点；若列车的当前运行状态为牵引状态，则判断列车的当前车速是否大于或等于当前位置对应的最优车速；若是，则控制动力包运行在燃油消耗率最低的转速点；若否，则控制动力包按照牵引级位对应的转速进行输出。在本技术方案中，最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速。本技术方案中，根据列车耗油量最低的行程，确认列车在当前位置应当有的行驶速度，通过与当前速度进行比较确认列车是否需要牵引，在需要牵引时按照牵引级位进行控制，在不需要时提供辅助负载所需的功率，从而实现了对列车行驶的控制，减少了不必要的能源损耗。
图5为本申请实施例提供的另一种内燃动力列车控制装置的结构图，如图5所示，该装置包括：存储器20，用于存储计算机程序；
处理器21，用于执行计算机程序时实现如上述实施例记载的内燃动力列车控制方法的步骤。
本实施例提供的内燃动力列车控制装置可以包括但不限于智能手机、平板电脑、笔记本电脑或台式电脑等。
其中，处理器21可以包括一个或多个处理核心，比如4核心处理器、8核心处理器等。处理器21可以采用数字信号处理器(Digital Signal Processor，DSP)、现场可编程门阵列(Field－Programmable Gate Array，FPGA)、可编程逻辑阵列(Programmable Logic Array，PLA)中的至少一种硬件形式来实现。处理器21也可以包括主处理器和协处理器，主处理器是用于对在唤醒状态下的数据进行处理的处理器，也称中央处理器(Central Processing Unit，CPU)；协处理器是用于对在待机状态下的数据进行处理的低功耗处理器。在一些实施例中，处理器21可以集成有图像处理器(Graphics Processing Unit，GPU)，GPU用于负责显示屏所需要显示的内容的渲染和绘制。一些实施例中，处理器21还可以包括人工智能(Artificial Intelligence，AI)处理器，该AI处理器用于处理有关机器学习的计算操作。
存储器20可以包括一个或多个计算机可读存储介质，该计算机可读存储介质可以是非暂态的。存储器20还可以包括高速随机存取存储器，以及非易失性存储器，比如一个或多个磁盘存储设备、闪存存储设备。本实施例中，存储器20至少用于存储以下计算机程序201，其中，该计算机程序被处理器21加载并执行之后，能够实现前述任一实施例公开的内燃动力列车控制方法的相关步骤。另外，存储器20所存储的资源还可以包括操作系统202和数据203等，存储方式可以是短暂存储或者永久存储。其中，操作系统202可以包括Windows、Unix、Linux等。数据203可以包括但不限于最优车速等。
在一些实施例中，内燃动力列车控制装置还可以包括有显示屏22、输入输出接口23、通信接口24、电源25以及通信总线26。
本领域技术人员可以理解，图5中示出的结构并不构成对内燃动力列车控制装置的限定，可以包括比图示更多或更少的组件。
本申请实施例提供的内燃动力列车控制装置，包括存储器和处理器，处理器在执行存储器存储的程序时，能够实现如下方法：内燃动力列车控制方法。
最后，本申请还提供一种计算机可读存储介质对应的实施例。计算机 可读存储介质上存储有计算机程序，计算机程序被处理器执行时实现如上述方法实施例中记载的步骤。
可以理解的是，如果上述实施例中的方法以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
以上对本申请所提供的内燃动力列车控制方法、装置以及介质进行了详细介绍。说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请原理的前提下，还可以对本申请进行若干改进和修饰，这些改进和修饰也落入本申请权利要求的保护范围内。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。

Claims (10)

  1. 一种内燃动力列车控制方法，其特征在于，包括：
    确认列车的当前运行状态；所述运行状态包括牵引状态和非牵引状态；
    若所述列车的当前运行状态为所述非牵引状态，则控制动力包运行在燃油消耗率最低的转速点；
    若所述列车的当前运行状态为所述牵引状态，则判断所述列车的当前车速是否大于或等于当前位置对应的最优车速；其中，所述最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速；
    若是，则控制所述动力包运行在燃油消耗率最低的转速点；
    若否，则控制所述动力包按照牵引级位对应的转速进行输出。
  2. 根据权利要求1所述的内燃动力列车控制方法，其特征在于，当前位置对应的最优车速的计算包括：
    按照预设划分规则，将所述列车的始发地和目的地之间的线路划分为若干区段；
    记录所述列车在各区段上行驶所需的时间；
    根据时间与各区段的长度，计算所述列车在各区段上行驶的平均速度，并以平均速度作为所述列车在对应区段位置下的行驶速度，以得到所述列车从始发地行驶至目的地的位置-速度曲线；
    记录所述列车从始发地行驶至目的地所需的耗油量；
    确认历史行程中，耗油量最低的位置-速度曲线为所述列车行驶的最优控制曲线；
    根据所述最优控制曲线，通过所述列车的当前位置确认对应的最优车速。
  3. 根据权利要求2所述的内燃动力列车控制方法，其特征在于，在确认所述列车行驶的最优控制曲线之前，还包括：
    设置筛选条件，以在所述历史行程中筛选出符合需求的行程作为测试行程；所述筛选条件至少包括时间和/或日期；
    选择测试行程中耗油量最低的位置-速度曲线为所述列车行驶的最优 控制曲线。
  4. 根据权利要求1所述的内燃动力列车控制方法，其特征在于，控制动力包按照牵引级位对应的转速进行输出包括：
    根据所述列车的当前牵引级位确认所述列车行驶所需的当前负载功率；
    根据动力包转速-功率的曲线图，确认当前负载功率对应的动力包转速。
  5. 根据权利要求2所述的内燃动力列车控制方法，其特征在于，在确认列车的当前运行状态的步骤之前，还包括：
    根据用户指令选择列车的行驶控制模式；所述行驶控制模式包括测试模式和行驶模式；
    若为测试模式，则记录所述列车从始发地行驶至目的地过程中的车辆信息，并将所述车辆信息作为绘制位置-速度曲线所需的历史行程进行存储；所述车辆信息至少包括耗油量、所述列车在各区段中的行驶时间；
    若为行驶模式，则进入所述确认列车的当前运行状态的步骤。
  6. 根据权利要求2所述的内燃动力列车控制方法，其特征在于，所述按照预设划分规则，将所述列车的始发地和目的地之间的线路划分为若干区段包括：
    确认划分区段数，将所述列车的始发地和目的地之间的线路等分为若干区段。
  7. 根据权利要求1至6任意一项所述的内燃动力列车控制方法，其特征在于，所述控制动力包运行在燃油消耗率最低的转速点为满足全部辅助负载工作所需的功率对应的转速点。
  8. 一种内燃动力列车控制装置，其特征在于，包括：
    确认模块，用于确认列车的当前运行状态；所述运行状态包括牵引状态和非牵引状态；若所述列车的当前运行状态为所述非牵引状态，则运行第一控制模块；若所述列车的当前运行状态为所述牵引状态，则运行判断模块；
    第一控制模块，用于控制动力包运行在燃油消耗率最低的转速点；
    判断模块，用于判断所述列车的当前车速是否大于或等于当前位置对应的最优车速；若是，则运行第一控制模块，若否，则运行第二控制模块；其中，所述最优车速为列车历史行程中，由始发地行驶至目的地所需的油量中耗油量最低的行程中，列车在当前位置对应的车速；
    第二控制模块，用于控制所述动力包按照牵引级位对应的转速进行输出。
  9. 一种内燃动力列车控制装置，其特征在于，包括存储器，用于存储计算机程序；
    处理器，用于执行所述计算机程序时实现如权利要求1至7任意一项所述的内燃动力列车控制方法的步骤。
  10. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1至7任意一项所述的内燃动力列车控制方法的步骤。
PCT/CN2023/122547 2023-08-11 2023-09-28 一种内燃动力列车控制方法、装置以及介质 Pending WO2025035550A1 (zh)

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