Comprehensive energy-saving method and system for automatic driving of high-speed train

Abstract

The invention discloses a comprehensive energy-saving method and system for automatic driving of a high-speed train, and belongs to the field of energy-saving operation control of the high-speed train. Train state information, line data information and traction power supply characteristic information can be fused, an optimal working condition sequence is automatically generated by an automatic driving system, and traction energy consumption minimization is achieved; meanwhile, a high-speed train regenerative braking energy dynamic distribution method is constructed, vehicle-mounted energy storage and trackside energy storage of regenerative braking energy and dynamic distribution of traction utilization of trains close to a power supply area can be achieved according to the real-time state of the train, the real-time state of trackside equipment and the real-time state of a traction power supply system, dissipation of the regenerative braking energy is reduced to the maximum extent, and the energy utilization rate is increased. And the utilization of regenerative braking energy is maximized.

Description

Technical Field

[0001] The present invention relates to the technical field of energy-saving operation control of high-speed trains, and more specifically to a comprehensive energy-saving method and system for automatic driving of high-speed trains. Background Art

[0002] Energy-saving operation is an important technology for high-speed train automatic driving. During the operation of the train, the energy consumption of the high-speed train caused by the operating characteristics can vary by up to 30%. Unlike urban rail transit, the distance between high-speed railway stations is large and the train runs at a high speed. The energy consumption of the train operation is constrained by the traction power supply system, making it difficult to reduce traction energy consumption and improve the recovery and utilization of regenerative braking energy.

[0003] When selecting energy-saving operation strategies, the existing high-speed train automatic driving system only considers its own traction and braking characteristics as well as characteristics such as line slope and curvature, while ignoring the impact of the traction power supply system on the operating sequence and regenerative braking energy utilization.

[0004] Therefore, how to provide a comprehensive energy-saving method and system for high-speed train automatic driving, reduce the energy consumption of high-speed railway transportation, and improve the energy utilization level of the railway industry is a problem that technical personnel in this field urgently need to solve. Summary of the invention

[0005] In view of this, the present invention provides a comprehensive energy-saving method and system for automatic driving of high-speed trains, which can comprehensively combine the constraints of the traction power supply system itself to output the optimal operating condition sequence, and at the same time combine the train operation status to establish a dynamic distribution mechanism for regenerative braking energy, so as to realize the composite utilization of on-board energy storage, trackside energy storage, and utilization of adjacent trains in the same power supply area of ​​regenerative braking energy, thereby comprehensively reducing the comprehensive energy consumption of train operation.

[0006] In order to achieve the above object, the present invention adopts the following technical solution:

[0007] On the one hand, the present invention provides a comprehensive energy-saving method for automatic driving of a high-speed train, comprising the following steps:

[0008] Acquire train information, construct an energy-saving control model according to the train information, solve the energy-saving control model, and generate an optimal operating condition sequence;

[0009] Updating the train status according to the optimal operating condition sequence;

[0010] Obtain regenerative braking feedback energy according to the updated train status, and build an energy distribution strategy based on regenerative braking feedback energy, on-board energy storage, trackside energy storage, and information about trains in the same power supply area;

[0011] The energy distribution strategy is used to dynamically distribute the regenerative braking energy.

[0012] Preferably, the train information includes train status information, line data information, and traction power supply characteristic information;

[0013] The train status information includes static information and dynamic information. The static information includes the train's own traction and braking characteristics, train mass, train length, and aerodynamic characteristics; the dynamic information includes the real-time speed, real-time mileage, and power supply section of the train during operation; the line data information includes the speed limit, slope, curvature, and tunnel location of the line ahead; the traction power supply characteristic information includes the electrical phase distribution and contact network voltage.

[0014] Preferably, building an energy-saving control model according to the train information includes:

[0015] Dividing the interval between two adjacent stations into n sub-intervals according to the train information;

[0016] Determine the basic operating condition sequence combination of each sub-interval, and convert the speed V of the operating condition conversion point in the basic operating condition sequence into i =(v i1 ,v i2 ),i=1,2,...,n as the decision variables of the energy-saving control model, v i1 represents the final speed of the traction condition in the i-th sub-interval, v i2 represents the final speed of the coasting condition in the i-th sub-interval;

[0017] The decision variables are combined with the train traction force F(v), braking force B(v), basic resistance R r (v) Additional resistance R s (s) Calculate and establish the state equation describing the train operation process:

[0018]

[0019] In the formula, v is the train speed, t is the train running time, s is the train mileage, and m represents the train mass;

[0020] The formula of the energy-saving control model is as follows:

[0021]

[0022] Where E is the traction energy consumption of the train, η is the energy consumption conversion rate, Δs is the calculation step length, and f(V i ) represents the speed V at the working condition conversion point i The implicit mapping relationship from the load to the train's traction energy consumption.

[0023] Preferably, the energy-saving control model is solved using a quantum evolutionary algorithm.

[0024] Preferably, an energy distribution strategy is constructed based on regenerative braking feedback energy, onboard energy storage, trackside energy storage, and information about trains in the same power supply area, namely:

[0025] Using regenerative braking feedback power P re 、On-board energy storage equipment power P t , power of trackside energy storage equipment P w The traction power P of the trains in the same power supply area f Construct an energy allocation strategy.

[0026] Preferably, the energy allocation strategy is as follows:

[0027] Get the regenerative braking feedback power P re 、On-board energy storage equipment power P t ;

[0028] If P re ≤P t , then the regenerative braking feedback power P re All converted into on-board energy storage, at this time P t =P re , energy distribution ends;

[0029] If P re >P t , obtain the power P of the trackside energy storage device w , judge P re -P t ≤P w whether it is established;

[0030] If P re -P t ≤P w If the regenerative braking feedback power P re Converted into on-board energy storage and trackside energy storage, at this time P w =P re -P t , energy distribution ends;

[0031] If P re -p t ≤p w Not true, obtain the traction power p of the trains in the same power supply area f If p re -p t -p w ≤p f , then the regenerative braking feedback power p re Converted into on-board energy storage, trackside energy storage and traction power p of trains in the same power supply area f , at this time p f =P re -P t -Pw , energy distribution ends; if P re -P t -P w >P f , the remaining energy P=P re -P t -P w -P f Divergent consumption.

[0032] On the other hand, the present invention also proposes a high-speed train automatic driving integrated energy-saving system, comprising an ATO system, a vehicle interface, and an energy utilization control unit, wherein the ATO system and the energy utilization control unit are connected via the vehicle interface;

[0033] The ATO system is used to obtain train information, build an energy-saving control model according to the train information, solve the energy-saving control model, and generate an optimal operating condition sequence;

[0034] Applying the optimal operating condition sequence to the vehicle through the vehicle interface to update the train status;

[0035] The energy utilization control unit is used to obtain regenerative braking feedback energy according to the updated real-time status of the train, and to construct an energy distribution strategy based on the regenerative braking feedback energy, on-board energy storage, trackside energy storage, and information about trains in the same power supply area; and to dynamically distribute the regenerative braking energy using the energy distribution strategy;

[0036] Among them, the information of trains close to the same power supply area is obtained through the vehicle-to-vehicle communication module.

[0037] Preferably, the energy utilization control unit comprises:

[0038] On-board energy storage unit, used to realize on-board storage of regenerative braking energy;

[0039] Trackside energy storage unit, used to achieve trackside storage of regenerative braking energy;

[0040] The overhead line feedback unit is used to realize the utilization of regenerative braking energy of adjacent vehicles in the same power supply area.

[0041] It can be seen from the above technical solutions that, compared with the prior art, the present invention discloses a comprehensive energy-saving method and system for automatic driving of high-speed trains, which has the following beneficial effects:

[0042] 1. The high-speed train automatic driving integrated energy-saving control system consists of an ATO system, a vehicle-to-vehicle communication module, a vehicle interface, and an energy utilization control unit. In the automatic driving mode, it can complete the generation of the optimal operating condition sequence and the dynamic distribution of regenerative braking energy, thereby minimizing traction energy consumption and maximizing the utilization of regenerative braking energy.

[0043] 2. By integrating train status information, line data information, and traction power supply characteristic information, the automatic driving system automatically generates the optimal operating condition sequence to minimize traction energy consumption.

[0044] 3. The dynamic distribution method of regenerative braking energy of high-speed trains can realize the dynamic distribution of on-board energy storage, trackside energy storage, and traction utilization of trains in the same power supply area according to the real-time status of the train, the real-time status of the trackside equipment, and the real-time status of the traction power supply system, thereby minimizing the dissipation of regenerative braking energy and maximizing the utilization of regenerative braking energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0046] Figure 1 A flow chart of the method provided by the present invention;

[0047] Figure 2 A regenerative braking energy distribution flow chart provided by the present invention;

[0048] Figure 3 This is a system architecture diagram provided by the present invention. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] The embodiment of the present invention discloses a comprehensive energy-saving method for automatic driving of a high-speed train, such as Figure 1 As shown, the method comprises the following steps:

[0051] S1. Obtain train information, build an energy-saving control model based on the train information, solve the energy-saving control model, and generate an optimal operating condition sequence.

[0052] Among them, train status information includes static information and dynamic information. Static information refers to the train's own traction and braking characteristics, train mass, train length, aerodynamic characteristics, etc.; dynamic information refers to the real-time speed, real-time mileage, power supply section, etc. of the train during operation; line data information mainly includes information such as the speed limit, slope, curvature, tunnel location, etc. of the line ahead; traction power supply characteristic information includes information such as electrical phase distribution and contact network voltage.

[0053] Construct an energy-saving control model based on train information, including:

[0054] The section between two adjacent stations is divided into n sub-sections according to train information. Specifically, the sub-sections are divided according to line conditions such as slope and speed limit, and traction power supply information such as electrical phase distribution, so that the basic static information of each sub-section is consistent;

[0055] According to the optimality principle of "maximum traction (MT)-cruise (CR)-coasting (CO)-maximum braking (MB)" and the link relationship between adjacent intervals, the basic operating sequence combination of each sub-interval is determined, and the speed V of the operating condition conversion point in the basic operating sequence is converted to i =(v i1 ,v i2 ) as the decision variable of the energy-saving control model; v i1 represents the final speed of the traction condition in the i-th sub-interval, v i2 represents the final speed of the idling condition in the i-th sub-interval;

[0056] The decision variables are combined with the train traction F(v), braking force B(v), basic resistance R r (v) Additional resistance R s (s) Calculate and establish the state equation describing the train operation process:

[0057]

[0058] In the formula, v is the train speed, t is the train running time, s is the train mileage, and m represents the train mass;

[0059] The formula of the energy-saving control model is as follows:

[0060]

[0061] Where E is the traction energy consumption of the train, is the energy conversion rate, Δs is the calculation step, f(V i ) represents the speed V at the working condition conversion point i The implicit mapping relationship from the load to the train's traction energy consumption.

[0062] Furthermore, the energy-saving control model is solved using the quantum evolutionary algorithm.

[0063] In the quantum evolutionary algorithm, the chromosome is represented by the quantum state vector. This encoding method increases the diversity of the population. At the same time, the introduction of quantum gates enhances the algorithm's exploration ability and ensures the algorithm's rapid convergence performance. First, the correspondence between the decision variable (the speed of the operating condition conversion point) and the population chromosome is realized through quantum bit encoding. Each bit on the chromosome is updated through the quantum rotary gate G to achieve the mutation of the chromosome during the iterative operation. According to the change of the fitness function and the maximum number of evolutionary iterations, the algorithm is judged whether it is terminated, the optimal decision variable is obtained, and the corresponding current operating condition type, that is, the optimal operating condition sequence, is output in combination with the basic operating condition sequence.

[0064] S2. Update the train status according to the optimal operating condition sequence.

[0065] According to the current operating condition type, the traction braking force is applied to the vehicle through the vehicle interface to complete the update of the train operation status and achieve the optimization of traction energy consumption.

[0066] S3. Obtain regenerative braking feedback energy according to the updated train status, and construct an energy distribution strategy based on regenerative braking feedback energy, on-board energy storage, trackside energy storage, and information about trains in the same power supply area.

[0067] When the train's regenerative braking generates feedback energy, it is smoothly recycled and utilized through on-board energy storage, trackside energy storage, and traction utilization by trains in the same power supply area.

[0068] Energy allocation strategies such as Figure 2 As shown, first obtain the regenerative braking feedback power P re 、On-board energy storage equipment power P t ;

[0069] If P re ≤P t , then the regenerative braking feedback power P re All converted into on-board energy storage, at this time P t =P re , energy distribution ends;

[0070] If P re >P t , then determine whether there is trackside energy storage equipment at the current train running position;

[0071] If there is a trackside energy storage device, obtain the trackside energy storage device power P w If not, set P w =0; judge P re -P t ≤P w Is it true? If so, the regenerative braking feedback power P reConverted into the power P of the on-board energy storage device t and trackside energy storage, at this time P w =P re -P t , energy distribution ends;

[0072] If not, then determine whether there are similar trains in the current power supply section in traction condition based on the positions of similar trains in the same power supply area obtained through vehicle-to-vehicle communication and the distribution of power phases;

[0073] If there is a similar train in traction condition, obtain the traction power P of the similar train in the same power supply area f If not, set P f =0; if P re -P t -P w ≤P f , then the regenerative braking feedback power P re Converted into on-board energy storage, trackside energy storage and traction power P of trains in the same power supply area f , at this time P f =P re -P t -P w , energy distribution ends;

[0074] If P re -P t -P w >P f , the remaining energy P=P re -P t -P w -P f Divergent consumption.

[0075] The above energy distribution strategy is used to dynamically distribute the regenerative braking energy.

[0076] On the other hand, reference Figure 3 , an embodiment of the present invention further proposes a high-speed train automatic driving integrated energy-saving system, including an ATO system, a vehicle interface, and an energy utilization control unit, wherein the ATO system and the energy utilization control unit are connected via the vehicle interface;

[0077] The ATO system is used to obtain train information, build an energy-saving control model based on the train information, solve the energy-saving control model, and generate the optimal operating condition sequence;

[0078] Apply the optimal operating sequence to the vehicle through the vehicle interface and update the train status;

[0079] An energy utilization control unit is used to obtain regenerative braking feedback energy according to the updated train status, and to construct an energy distribution strategy based on the regenerative braking feedback energy, on-board energy storage, trackside energy storage, and information about trains in the same power supply area; and to dynamically distribute the regenerative braking energy using the energy distribution strategy;

[0080] Among them, the information of trains close to the same power supply area is obtained through the vehicle-to-vehicle communication module.

[0081] Preferably, the energy utilization control unit comprises:

[0082] On-board energy storage unit, used to realize on-board storage of regenerative braking energy;

[0083] Trackside energy storage unit, used to achieve trackside storage of regenerative braking energy;

[0084] The overhead line feedback unit is used to realize the utilization of regenerative braking energy of adjacent vehicles in the same power supply area.

[0085] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the 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.

[0086] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A comprehensive energy-saving method for automatic driving of high-speed trains, characterized in that: The following steps are involved: Acquire train information, construct an energy-saving control model according to the train information, solve the energy-saving control model, and generate an optimal operating condition sequence; Updating the train status according to the optimal operating condition sequence; Obtain regenerative braking feedback energy according to the updated train status, and build an energy distribution strategy based on regenerative braking feedback energy, on-board energy storage, trackside energy storage, and information about trains in the same power supply area; The energy distribution strategy is used to dynamically distribute the regenerative braking energy.

2. A high-speed train automatic driving comprehensive energy-saving method according to claim 1, characterized in that: The train information includes train status information, line data information, and traction power supply characteristic information; The train status information includes static information and dynamic information. The static information includes the train's own traction and braking characteristics, train mass, train length, and aerodynamic characteristics. The dynamic information includes the real-time speed, real-time mileage, and power supply section of the train during operation. Line data information includes the speed limit, slope, curvature, and tunnel location of the line ahead; traction power supply characteristic information includes power phase distribution and contact network voltage.

3. A high-speed train automatic driving comprehensive energy-saving method according to claim 2, characterized in that: Building an energy-saving control model according to the train information, including: Dividing the interval between two adjacent stations into n sub-intervals according to the train information; Determine the basic operating condition sequence combination of each sub-interval, and convert the speed V of the operating condition conversion point in the basic operating condition sequence into i =(v i1 ,v i2 ),i=1,2,...,n as the decision variables of the energy-saving control model, v i1 represents the final speed of the traction condition in the i-th sub-interval, v i2 represents the final speed of the idling condition in the i-th sub-interval; The decision variables are combined with the train traction force F(v), braking force B(v), basic resistance R r (v) Additional resistance R s (s) Calculate and establish the state equation describing the train operation process: In the formula, v is the train speed, t is the train running time, s is the train mileage, and m represents the train mass; The formula of the energy-saving control model is as follows: Where E is the traction energy consumption of the train, is the energy conversion rate, Δs is the calculation step, f(V i ) represents the speed V at the working condition conversion point i The implicit mapping relationship from the load to the train's traction energy consumption.

4. A high-speed train automatic driving comprehensive energy-saving method according to claim 1, characterized in that: The energy-saving control model is solved using a quantum evolutionary algorithm.

5. A high-speed train automatic driving comprehensive energy-saving method according to claim 1, characterized in that: The energy distribution strategy is constructed based on the regenerative braking feedback energy, on-board energy storage, trackside energy storage and information of trains in the same power supply area, namely: Using regenerative braking feedback power P re 、On-board energy storage equipment power P t , power of trackside energy storage equipment P w The traction power P of the trains in the same power supply area f Construct an energy allocation strategy.

6. A high-speed train automatic driving comprehensive energy-saving method according to claim 5, characterized in that: The energy allocation strategy is as follows: Get the regenerative braking feedback power P re 、On-board energy storage equipment power P t ; If P re ≤P t , then the regenerative braking feedback power P re All converted into on-board energy storage, at this time P t =P re , energy distribution ends; If P re >P t , obtain the power P of the trackside energy storage device w , judge P re -P t ≤P w whether it is established; If P re -P t ≤P w If the regenerative braking feedback power P re Converted into on-board energy storage and trackside energy storage, at this time P w =P re -P t , energy distribution ends; If P re -P t ≤P w Not true, obtain the traction power P of similar trains in the same power supply area f If P re -P t -P w ≤P f , then the regenerative braking feedback power P re Converted into on-board energy storage, trackside energy storage and traction power P of trains in the same power supply area f , at this time P f =P re -P t -P w , energy distribution ends; if P re -P t -P w >P f , the remaining energy P = P re -P t -P w -P f Divergent consumption.

7. A high-speed train automatic driving integrated energy-saving system, characterized in that: It includes an ATO system, a vehicle interface, and an energy utilization control unit, wherein the ATO system and the energy utilization control unit are connected via the vehicle interface; The ATO system is used to obtain train information, build an energy-saving control model according to the train information, solve the energy-saving control model, and generate an optimal operating condition sequence; Applying the optimal operating condition sequence to the vehicle through the vehicle interface to update the train status; The energy utilization control unit is used to obtain regenerative braking feedback energy according to the updated train status, and to construct an energy distribution strategy based on the regenerative braking feedback energy, on-board energy storage, trackside energy storage, and information about trains in the same power supply area; dynamically allocating the regenerative braking energy using the energy allocation strategy; Among them, the information of trains close to the same power supply area is obtained through the vehicle-to-vehicle communication module.

8. A high-speed train automatic driving integrated energy-saving system according to claim 7, characterized in that: The energy utilization control unit comprises: On-board energy storage unit, used to realize on-board storage of regenerative braking energy; Trackside energy storage unit, used to achieve trackside storage of regenerative braking energy; The overhead line feedback unit is used to realize the utilization of regenerative braking energy of adjacent vehicles in the same power supply area.

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