ATO control system and control method based on regenerative braking energy utilization

Abstract

The application provides an ATO control system and method based on regenerated braking energy utilization, which comprises a data collection module, a cloud platform simulation module and a data transmission module.The data collection module is installed at a train-ground communication node of a train operation line.The cloud platform simulation module is electrically connected with the data collection module, and is used for determining a control curve.The data transmission module is installed at the train-ground communication node of the train operation line, and is electrically connected with the cloud platform simulation module.The data transmission module is used for sending the control curve to at least two trains.The system adjusts the running speed of the at least two trains on the train operation line by using the control curve, realizes reasonable utilization of regenerated braking energy generated by the trains, and reduces resource waste.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit technology, and in particular to an ATO train control system and method based on regenerative braking energy utilization. BACKGROUND

[0002] With the rapid development of rail transit technology, it is of great practical significance to reasonably utilize the energy generated during train braking.

[0003] The automatic train operation (ATO) system has functions such as automatic train driving, precise parking, station automation operation, unmanned turnaround, and automatic train operation adjustment. The ATO realizes operation control of train traction, braking, and automatic turnaround by using ground information, so that the train can be in the best operating state.

[0004] In related technologies, the ATO usually controls the train automatically according to the operation command issued by the automatic train supervision (ATS) system. During the flat peak and peak periods, the train is usually braked in a way of consuming electric energy or mechanical energy, and the energy generated during train braking is lost in the form of heat energy, causing waste of rail transit energy resources. SUMMARY

[0005] The present application provides an ATO train control system and method based on regenerative braking energy utilization, which solves the problem of low utilization rate of energy generated during train braking in the prior art and serious resource waste, realizes reasonable use of regenerative braking energy of the train, and saves resources.

[0006] The present application provides an ATO train control system based on regenerative braking energy utilization, comprising:

[0007] A data collection module is installed on a train-ground communication node of a train operation line. The data collection module is used to collect train operation line information, operation information of at least two trains running on the train operation line, inter-station running time information, and station parking time information. The at least two trains are located in the same power supply area.

[0008] A cloud platform simulation module is electrically connected to the data collection module. The cloud platform simulation module is used to determine a train control curve based on the train operation line information, the operation information of the at least two trains, the inter-station running time information, and the station parking time information. The train control curve is used to control the running speed of the at least two trains.

[0009] A data transmission module is installed at a train-ground communication node of the train operation line, and is electrically connected with the cloud platform simulation module, and is configured to send the train control curve to the at least two trains.

[0010] According to the application, the ATO train control system based on regenerative braking energy utilization is provided.

[0011] A parameter adjustment module is installed at the at least two trains, and is electrically connected with the data transmission module, and is configured to receive the train control curve, and control at least one of the running speed, the running time length and the parking time length of the at least two trains based on the train control curve.

[0012] According to the application, the ATO train control system based on regenerative braking energy utilization is provided.

[0013] A storage module is electrically connected with the data collection module and the cloud platform simulation module respectively, and is configured to store at least one of the train operation line information, the running information of the at least two trains, the inter-station running time information, the station parking time information and the train control curve.

[0014] The application further provides an ATO train control method based on regenerative braking energy utilization, applied to a cloud platform, comprising:

[0015] The train operation line information collected by the data collection module, the running information of the at least two trains running on the train operation line, the inter-station running time information and the station parking time information are obtained, and the at least two trains are located in the same power supply area;

[0016] Based on the train operation line information, the running information of the at least two trains, the inter-station running time information and the station parking time information, a train control curve is determined, and the train control curve is configured to control at least one of the running speed, the running time length and the parking time length of the at least two trains;

[0017] The train control curve is output to the at least two trains by the data transmission module.

[0018] According to the ATO control method based on regenerative braking energy utilization provided by the application, the at least two trains include a traction train and a braking train, the inter-station running time information is planned station stopping time information and planned inter-station running time information of the traction train from a current station to a next station, the planned station stopping time information includes a planned departure time of the current station and a planned arrival time of the next station, and the planned inter-station running time information includes a planned running duration;

[0019] The determination of the control curve includes:

[0020] The actual departure time of the traction train at the current station is obtained, and the actual departure time is determined based on passenger flow and a planned departure time table of the current station;

[0021] The planned running duration is adjusted based on the actual departure time and the planned departure time, and a first running duration of the traction train is obtained;

[0022] The control curve is determined based on the first running duration and running information of the braking train.

[0023] According to the ATO control method based on regenerative braking energy utilization provided by the application, the control curve is determined based on the first running duration and running information of the braking train, and the determination includes:

[0024] A second running duration of the traction train is determined based on a speed threshold upper limit of the traction train and a distance between the current station and the next station;

[0025] In a case where the second running duration is less than the first running duration, a waiting duration of an idling condition in the control curve corresponding to the traction train is obtained based on a difference between the first running duration and the second running duration;

[0026] A running speed of the idling condition in the control curve corresponding to the traction train is adjusted based on the waiting duration.

[0027] According to the ATO control method based on regenerative braking energy utilization provided by the application, the determination of the control curve based on the first running duration and the running information of the braking train further includes:

[0028] A third running duration of the braking train to the current platform is determined based on the running information of the braking train;

[0029] in the case that the third running duration is less than a planned duration of the braking train arriving at the current platform, based on a difference between the third running duration and the planned duration, a braking duration of an idling condition in a control curve corresponding to the braking train is obtained;

[0030] based on the braking duration, a running speed of the idling condition in the control curve corresponding to the braking train is adjusted.

[0031] The application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the ATO control method based on regenerated braking energy utilization according to any one of the above when executing the program.

[0032] The application further provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program implements the ATO control method based on regenerated braking energy utilization according to any one of the above when executed by a processor.

[0033] The application further provides a computer program product, which includes a computer program, and the computer program implements the ATO control method based on regenerated braking energy utilization according to any one of the above when executed by a processor.

[0034] The ATO control system and method based on regenerated braking energy utilization provided by the application realize reasonable utilization of regenerated braking energy generated by a train by obtaining a control curve through efficient analysis and calculation of train information, line information, arrival information and stop information by a cloud platform, and adjusting running speeds of at least two trains on a running line by using the control curve, thereby reducing resource waste. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0036] Figure 1 is a structural schematic diagram of the ATO control system based on regenerated braking energy utilization provided by the application;

[0037] Figure 2 is a flow schematic diagram of the ATO control method based on regenerated braking energy utilization provided by the application;

[0038] Figure 3 is a speed running schematic diagram of a traction train provided by the application;

[0039] Figure 4 is one of the schematic diagrams of the speed operation of the traction train and the braking train provided by the present application;

[0040] Figure 5 is one of the schematic diagrams of the speed operation of the traction train and the braking train provided by the present application;

[0041] Figure 6 is one of the schematic diagrams of the speed operation of the traction train and the braking train provided by the present application;

[0042] Figure 7 is one of the schematic diagrams of the speed operation of the traction train and the braking train provided by the present application;

[0043] Reference signs:

[0044] 110: data collection module; 120: cloud platform simulation module;

[0045] 130: data transmission module; 140: parameter adjustment module; 150: storage module. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described clearly and completely below in combination with the drawings in the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0047] In the description of the embodiments of the present application, it should be noted that the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0048] In the description of the embodiments of the present application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected, or it can be wired communication connection, or wireless communication connection; it can be directly connected, or indirectly connected through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0049] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0050] The following will be described in combination with Figures 1-6 The ATO control system and method based on regenerative braking energy utilization of the present application are described.

[0051] Figure 1 The structure diagram of the ATO control system based on regenerative braking energy utilization provided by the present application is shown in FIG. 1, which comprises a data collection module 110, a cloud platform energy-saving simulation module 120 and a data transmission module 130. Figure 1 As shown in the figure, the ATO control system based on regenerative braking energy utilization comprises a data collection module 110, a cloud platform energy-saving simulation module 120 and a data transmission module 130.

[0052] The data collection module 110 is installed at the train-ground communication node of the train operation line, and is used to collect train operation line information, operation information of at least two trains running on the train operation line, inter-station running time information and station stop time information, and the at least two trains are located in the same power supply area.

[0053] In this embodiment, the data collection module 110 can be used to collect train data of each train line at the moment, for example, the operation train information obtained by the data collection module 110 can include train information such as train type, number, traction and braking performance, configuration parameters, and information such as whether there are traction and braking vehicles in the same power supply area.

[0054] In this embodiment, the inter-station running time information obtained by the data collection module 110 can be the time planned by the ATS system for the train to run between stations, and the station stop time information can be the time planned for the train to stop at each station.

[0055] In this embodiment, the cloud platform energy-saving simulation module is connected with the data collection module 110 and the data transmission module 130, and the cloud platform energy-saving simulation module has a communication connection link with the data collection module 110 and the data transmission module 130. The data collected by the data collection module 110 can be transmitted to the cloud platform energy-saving simulation module, and the result calculated by the cloud platform energy-saving simulation module can be output to the data transmission module 130.

[0056] The cloud platform simulation module 120 is electrically connected with the data collection module 110, and the cloud platform simulation module 120 is configured to determine a control curve based on train operation line information, operation information of at least two trains, inter-station operation time information and station stop time information, and the control curve is configured to control the operation speed of the at least two trains.

[0057] In this embodiment, the cloud platform simulation module 120 can be disposed in a cloud computing platform (hereinafter referred to as “cloud platform”), and the cloud platform can provide computing, network and storage capabilities based on hardware resources and software resources.

[0058] It should be noted that the cloud platform has large computing capacity and good computing performance, and the cloud platform energy-saving simulation module can adapt to the calculation of multiple lines and multiple trains. According to different lines, different simulation models can be established according to different trains to calculate the energy-saving control curve and feed back to the train. The energy-saving control curve calculation is placed in the cloud platform simulation system, which effectively makes up for the small computing capacity of the train-mounted hardware platform chip, can meet the adaptation calculation of different train types and trains in different environments, and thus achieve the purpose of overall energy saving of the rail transit system.

[0059] In this embodiment, the cloud platform can simulate a control curve by receiving data sent by the data collection module 110 under the condition that the train sent by the ATS can operate in the current line operation time, and the control curve is configured to adjust the interval operation speed or operation time of the traction train and the braking train, so that the traction train can fully utilize the regenerative braking energy generated by the braking train, thereby achieving the purpose of energy saving.

[0060] The data transmission module 130 is installed in a train-ground communication node of a train operation line, and the data transmission module 130 is electrically connected with the cloud platform simulation module 120, and the data transmission module 130 is configured to send the control curve to at least two trains.

[0061] In this embodiment, the cloud platform simulation module 120 outputs the control curve to the data transmission module 130, and the data transmission module 130 sends the control curve to the corresponding train in the train operation line.

[0062] In this embodiment, the at least two trains of the train operation line can be multiple trains located on the same railway line, or multiple trains located on the upline and downline of the rail transit, respectively.

[0063] It can be understood that a plurality of trains run on the train operation line, the data collection module 110 obtains the running train information, the inter-station running time information and the station stop time information of the plurality of trains, and then the train control curve calculated by the cloud platform module is also for different trains, and the data transmission module 130 sends the train control curve to the corresponding train in the train operation line, so that the corresponding train is controlled according to the train control curve.

[0064] In this embodiment, the data transmission module 130 can transmit the train control curve to the on-board ATO control system of the train in real time, and the on-board ATO control system adjusts the train running state in time according to the train control curve.

[0065] According to the ATO train control system based on regenerative braking energy utilization provided in the embodiment of the application, the train control curve is obtained by efficient analysis and calculation of train information, line information, arrival station information and stop station information by the cloud platform, and the running speed of at least two trains on the train operation line is adjusted by using the train control curve, so that the regenerative braking energy generated by the train is reasonably utilized, and resource waste is reduced.

[0066] Optionally, the ATO train control system based on regenerative braking energy utilization further comprises a parameter adjustment module 140, the parameter adjustment module 140 is installed on the at least two trains, the parameter adjustment module 140 is electrically connected with the data transmission module 130, and the parameter adjustment module 140 is used to receive the train control curve and control at least one of the running speed, the running time and the stop time of the at least two trains based on the train control curve.

[0067] In this embodiment, the parameter adjustment module 140 can be an on-board ATO system arranged on the train, the on-board ATO system can adjust the train running parameter according to the train control curve calculated by the cloud platform simulation module 120, and control the train running, so that the regenerative braking energy generated when the train brakes is effectively utilized.

[0068] According to the ATO train control system based on regenerative braking energy utilization provided in the embodiment of the application, the parameter adjustment module 140 is arranged to adjust the train control curve to control the train running in real time and dynamically, so that the regenerative braking energy is fully utilized.

[0069] In some embodiments, the ATO train control system based on regenerative braking energy utilization further comprises a storage module 150.

[0070] In this embodiment, the storage module 150 is electrically connected with the data collection module 110 and the cloud platform simulation module 120 respectively, and the storage module 150 is used to store at least one of the train operation line information, the running information of the at least two trains, the inter-station running time information, the station stop time information and the train control curve.

[0071] Specifically, the storage module 150 stores train operation information, inter-station running time information, station stop time information and train control curve data for data analysis by the cloud platform to analyze energy-saving properties, and can also adjust the simulation model established by the cloud platform energy-saving simulation module according to the data to improve the accuracy and energy-saving effect of the simulation model.

[0072] The ATO train control system based on regenerative braking energy utilization provided by the embodiment of the application is configured to store information collected by the data collection module 110 by the storage module 150, which helps to analyze the regenerative braking properties of the braking train.

[0073] The ATO train control method based on regenerative braking energy utilization provided by the embodiment of the application is described below, and the ATO train control method based on regenerative braking energy utilization described below is applied to the cloud platform of the ATO train control system based on regenerative braking energy utilization described above.

[0074] Figure 2 is a flowchart of the ATO train control method based on regenerative braking energy utilization provided by the application, in Figure 2 In the embodiment shown, the application further provides an ATO train control method based on regenerative braking energy utilization, applied to a cloud platform, which comprises:

[0075] Step 210, obtaining train operation line information, running information of at least two trains running on the train operation line, inter-station running time information and station stop time information collected by the data collection module 110, the at least two trains being located in the same power supply area.

[0076] In this step, the train operation line information, the running information of at least two trains running on the train operation line, the inter-station running time information and the station stop time information are collected by the data collection module 110 installed on the train-ground communication node of the train operation line, and the at least two trains are located in the same power supply area.

[0077] In this embodiment, the at least two trains on the train operation line can be multiple trains located on the same railway line, or multiple trains located on the upline and downline of the rail transit, respectively.

[0078] Step 220, determining a train control curve based on the train operation line information, the running information of the at least two trains, the inter-station running time information and the station stop time information, the train control curve being used to control at least one of the running speed, the running time and the stop time of the at least two trains.

[0079] In this step, the train control curve for regenerative braking energy utilization can be simulated by the cloud platform simulation module 120 installed in the cloud computing platform according to the train operation line information, the operation information of the at least two trains, the station-to-station operation time information, and the station stop time information.

[0080] In this embodiment, the train control curve is a train control curve simulated for the operation requirements of the same line or multiple lines (for example, the up line and the down line of the rail transit), and the train control curve is mainly used to regulate the running speed of the train.

[0081] In some embodiments, the train control curve can also be used to regulate the running time of the train between stations and the stopping time of the train at the station.

[0082] Step 230, outputting the train control curve to the data transmission module 130 to the at least two trains.

[0083] In this step, the data transmission module 130 installed in the train operation line can be used to send the train control curve calculated by the cloud platform simulation module 120 to the corresponding train in the train operation line.

[0084] According to the ATO train control method based on regenerative braking energy utilization provided by the embodiment of the present application, the train control curve is obtained by efficient analysis and calculation of train information, line information, arrival station information, and stop station information by the cloud platform, and the running speed of the at least two trains on the train operation line is adjusted by using the train control curve, so that the regenerative braking energy generated by the train is reasonably utilized, and resource waste is reduced.

[0085] In some embodiments, the at least two trains include a traction train and a braking train, the station-to-station operation time information is the planned station stop time information and the planned station-to-station operation time information of the traction train from the current station to the next station, the planned station stop time information includes the planned departure time of the current station and the planned arrival time of the next station, and the planned station-to-station operation time information includes a planned operation time; determining the train control curve includes: obtaining the actual departure time of the traction train at the current station, the actual departure time being determined based on the passenger flow of the current station and the planned departure time table; adjusting the planned operation time based on the actual departure time and the planned departure time to obtain a first operation time of the traction train; and determining the train control curve based on the first operation time and the operation information of the braking train.

[0086] In this embodiment, the traction train and the braking train are two trains in the same power supply area of the rail transit line.

[0087] In this embodiment, the traction train and the braking train can be located in the same train operation line, or can be different lines, for example, the traction train and the braking train are located in the up line and the down line, respectively.

[0088] It can be understood that, due to the different passenger flow of rail transit trains in peak hours and off-peak hours, in peak hours, the passenger flow is large, the operation interval is small, while in off-peak hours, due to the low passenger flow density, the operation interval is relatively large, and most of the stations have completed the boarding and alighting of passengers in a short time, the actual required station stopping time is much smaller than the planned station stopping time, under the condition of sufficient station-to-station operation interval, the control curve for regenerative braking energy utilization calculated by the cloud platform can be fully utilized, so that the braking of the train in the same power supply area can exist as much as possible while the traction train exists.

[0089] In this embodiment, according to the passenger flow of the current station and the planned departure time schedule, the departure time of the traction train that can depart from the current station can be calculated, for example, in off-peak hours, the planned departure time of the traction train is 9:00, the passenger flow is small, and the boarding and alighting of passengers are completed at 8:55, the first departure time of the traction train that can depart from the current station can be 8:57.

[0090] In some embodiments, the planned running time is adjusted based on the actual departure time and the planned departure time to obtain a first running time of the traction train.

[0091] It can be understood that, the original planned running time is the difference between the planned departure time and the planned arrival time, and the first running time adjusted according to the passenger flow can be the difference between the actual departure time and the planned departure time.

[0092] In this embodiment, in off-peak hours, the planned departure time of the traction train is 9:00, the passenger flow is small, and the boarding and alighting of passengers are completed at 8:55, the first departure time of the traction train that can depart from the current station can be 8:57, the planned arrival time of the next station is 10:10, the planned running time is 10 minutes, the actual departure time is 9:57, the time interval is 3 minutes, and the first running time adjusted is 13 minutes.

[0093] In this embodiment, according to the traction performance of the traction train, the braking performance of the braking train, and the first running time adjusted according to the passenger flow, the running speed of the control curve of the traction train or the braking vehicle is determined to realize the reuse of regenerative braking energy.

[0094] It should be noted that, by determining the first running time, the running speed of the traction train from the current station to the next station and the interval running time can be accurately predicted, and under the premise of not affecting the planned arrival time, the best control curve between two stations can be matched through the predicted interval running time.

[0095] In some embodiments, based on the first running time and the running information of the braking train, the train control curve is determined, including: determining the second running time of the traction train based on the upper limit of the speed threshold of the traction train, the distance between the current station and the next station; in the case that the second running time is less than the first running time, obtaining the waiting time of the idling condition in the traction train corresponding to the train control curve based on the difference between the first running time and the second running time; adjusting the running speed of the idling condition in the traction train corresponding to the train control curve based on the waiting time.

[0096] In this embodiment, the upper limit of the speed threshold refers to the highest speed that the traction train can reach when driving on the current line, and the upper limit of the speed threshold is related to the traction performance of the traction train and the actual speed limit of the current line. The upper limit of the speed threshold needs to be less than or equal to the actual speed limit of the current line.

[0097] In this embodiment, under the idling condition, the traction device of the traction train can not be powered on, and the traction train runs relying on inertia, so that the running of the traction train has no energy consumption.

[0098] In this embodiment, by collecting the station stopping time of the traction train in the current power supply area, the arrival time of the braking train at the station, and the next station platform ID and other information, the cloud platform calculates the running time T1 (corresponding to the second running time) of the traction train according to the upper limit of the speed threshold, and then according to the running time T ats (corresponding to the first running time) issued by the ATS, when the two satisfy the following conditions:

[0099] T1≥T ats ;

[0100] The traction train drives according to the maximum command speed, without considering the entry of the braking train in this power supply area.

[0101] Figure 3 is a schematic diagram of the speed running of the traction train provided by the application, in Figure 3 the embodiment shown, Figure 3 the upper half and the lower half of respectively represent the speed running diagram of the traction train and the speed running diagram of the braking train; the traction train drives according to the upper limit of the speed threshold (the maximum command speed), for example, the actual running time of the traction vehicle leaving the current station is 30s, while the departure running time of the traction train sent by the ATS is 20s, the traction train needs to accelerate as soon as possible to leave the current station, and then the regenerative braking energy of the subsequent braking train system cannot be utilized.

[0102] In some embodiments, when the following conditions are met:

[0103] T1<T ats ;

[0104] The departure time of the traction train is within the ATS planned operation time, when the braking train exists in the power supply area where the traction train is located, the operation time T ats Previously, the regenerative braking energy is fully utilized.

[0105] Figure 4 is one of the speed operation diagrams of the traction train and the braking train, in Figure 4 the embodiment shown, Figure 4 The upper half and the lower half of the speed operation diagram respectively represent the speed operation diagram of the traction train and the speed operation diagram of the braking train; the departure time of the traction train is within the corresponding ATS planned operation time, when the braking train starts braking, the operation speed is calculated according to the longest time of the traction train waiting after departure, when the braking train reaches the maximum braking, the traction train can fully utilize the regenerative braking energy generated by the braking train, at this time, the traction train starts accelerating at the time T1 in the departure acceleration stage, which is greater than the time T2 when the braking train starts braking.

[0106] Figure 5 is the second speed operation diagram of the traction train and the braking train provided by the application, in Figure 5 the embodiment shown, Figure 5 The upper half and the lower half of the speed operation diagram respectively represent the speed operation diagram of the traction train and the speed operation diagram of the braking train; when the traction train starts accelerating at the time T1 in the departure acceleration stage, which is less than the time T2 when the braking train starts braking, the traction train can partially utilize the braking regenerative energy generated by the braking train (the acceleration part corresponding to T3-T2). According to the ATO control method based on the regenerative braking energy utilization provided by the embodiment of the application, the train operation speed corresponding to the control curve is regulated by obtaining the difference between the actual departure time and the planned departure time of the traction train, so that the traction train can fully utilize the regenerative braking energy.

[0107] Optionally, based on the first operation time and the operation information of the braking train, the control curve is determined, and the method further includes: based on the operation information of the braking train, a third operation time of the braking train reaching the current platform is determined; in a case where the third operation time is less than a planned time of the braking train reaching the current platform, a braking time of an idling condition in the control curve corresponding to the braking train is obtained based on a difference between the third operation time and the planned time; and an operation speed of the idling condition in the control curve corresponding to the braking train is adjusted based on the braking time.

[0108] Understandably, during off-peak hours, due to the long intervals between trains, it is not easy for the traction train to wait for the braking train to brake and enter the station. Therefore, it is considered to provide regenerative braking energy to the traction train by using regenerative braking energy from both up and down trains.

[0109] In this embodiment, the third running time is the time it takes for the braked train to arrive at the designated platform, and the planned time is the estimated time for the braked train to arrive at the designated platform as sent by the ATS.

[0110] Figure 6 This is the third schematic diagram of the speed operation of the traction train and the braking train provided by the present invention. Figure 6 In the embodiment shown, Figure 6 The upper and lower halves represent the speed operation diagrams of the braking train and the traction train, respectively. Under the premise that the braking train's third running time is less than the planned time sent by the ATS during the braking process, the maximum advance deceleration time T1 and the coasting command speed of the braking train, i.e. the adjusted command speed, are calculated. When the braking train coasts to the down section where there is a vehicle traction, the up-going braking train begins to brake and decelerate. This also ensures that the braking train provides regenerative braking energy for traction trains on other lines.

[0111] The ATO train control method based on regenerative braking energy utilization provided by the present invention adjusts the train running speed corresponding to the control curve by obtaining the difference between the actual arrival time and the planned arrival time of the braking train, thereby enabling the braking train to provide regenerative braking energy to traction trains on other routes and saving energy.

[0112] Figure 7 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 7 As shown, the electronic device may include a processor 710, a communication interface 720, a memory 730, and a communication bus 740. The processor 710, communication interface 720, and memory 730 communicate with each other via the communication bus 740. The processor 710 can call logical instructions in the memory 730 to execute an ATO (Automatic Train Operation) method based on regenerative braking energy utilization. This method includes: acquiring train route information collected by a data collection module, operation information of at least two trains operating on the train route, inter-station travel time information, and station stopping time information; determining a control curve based on the train route information, the operation information of at least two trains, the inter-station travel time information, and the station stopping time information; and outputting the control curve to the data transmission module 130 to the at least two trains.

[0113] In addition, the logic instructions in the memory 730 described above can be implemented in the form of software functional units and sold or used as independent products, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0114] In another aspect, the present application also provides a computer program product, which comprises a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program is executed by a processor, so that the computer can execute the ATO control method based on the utilization of regenerative braking energy provided by the above-mentioned methods, which comprises: acquiring train operation line information collected by a data collection module, operation information of at least two trains running on the train operation line, inter-station running time information and station stopping time information; determining a control curve based on the train operation line information, the operation information of the at least two trains, the inter-station running time information and the station stopping time information; and outputting the control curve to the at least two trains to a data transmission module 130.

[0115] In another aspect, the present application also provides a computer program product, which comprises a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program is executed by a processor, so that the computer can execute the ATO control method based on the utilization of regenerative braking energy provided by the above-mentioned methods, which comprises: acquiring train operation line information collected by a data collection module, operation information of at least two trains running on the train operation line, inter-station running time information and station stopping time information; determining a control curve based on the train operation line information, the operation information of the at least two trains, the inter-station running time information and the station stopping time information; and outputting the control curve to the at least two trains to a data transmission module 130.

[0116] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed to multiple network units. Part or all of the modules can be selected to achieve the purposes of the embodiments according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0117] Through the description of the above embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software and the necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0118] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An ATO control system based on regenerative braking energy utilization, characterized in that, The system comprises: a data collection module installed at a train-ground communication node of a train operation line, the data collection module being configured to collect train operation line information, operation information of at least two trains running on the train operation line, inter-station running time information, and station stop time information, the at least two trains being located in the same power supply area; a cloud platform simulation module electrically connected to the data collection module, the cloud platform simulation module being configured to determine a train control curve based on the train operation line information, the operation information of the at least two trains, the inter-station running time information, and the station stop time information, the train control curve being configured to control running speeds of the at least two trains; a data transmission module installed at the train-ground communication node of the train operation line, the data transmission module being electrically connected to the cloud platform simulation module, and the data transmission module being configured to send the train control curve to the at least two trains; the at least two trains comprising a traction train and a braking train, the inter-station running time information being planned station stop time information and planned inter-station running time information of the traction train from a current station to a next station, the planned station stop time information comprising a planned departure time of the current station and a planned arrival time of the next station, and the planned inter-station running time information comprising a planned running time; the determination of the train control curve comprises: obtaining an actual departure time of the traction train at the current station, the actual departure time being determined based on passenger flow of the current station and a planned departure schedule; adjusting the planned running time based on the actual departure time and the planned departure time to obtain a first running time of the traction train; determining the train control curve based on the first running time and operation information of the braking train; the determination of the train control curve based on the first running time and the operation information of the braking train comprises: determining a second running time of the traction train based on a speed threshold upper limit of the traction train and a distance between the current station and the next station; in a case where the second running time is less than the first running time, obtaining a waiting time of an idle running condition in a train control curve corresponding to the traction train based on a difference between the first running time and the second running time; adjusting a running speed of the idle running condition in the train control curve corresponding to the traction train based on the waiting time; the determination of the train control curve based on the first running time and the operation information of the braking train further comprises: determining a third running time of the braking train to arrive at the current station based on the operation information of the braking train; in a case where the third running time is less than a planned time of the braking train to arrive at the current station, obtaining a braking time of an idle running condition in a train control curve corresponding to the braking train based on a difference between the third running time and the planned time; and adjusting a running speed of the idle running condition in the train control curve corresponding to the braking train based on the braking time.

2. The ATO train control system based on regenerative braking energy utilization according to claim 1, characterized in that, The system further comprises: A parameter adjustment module is installed on the at least two trains, the parameter adjustment module is electrically connected with the data transmission module, and the parameter adjustment module is configured to receive the train control curve and control at least one of a running speed, a running time length, and a parking time length of the at least two trains based on the train control curve.

3. The ATO train control system based on regenerative braking energy utilization according to claim 1 or 2, characterized in that, The system further comprises: A storage module is electrically connected with the data collection module and the cloud platform simulation module, and is configured to store at least one of the train running line information, the running information of the at least two trains, the inter-station running time information, the station parking time information, and the train control curve.

4. An ATO control method based on regenerative braking energy utilization, applied to a cloud platform, characterized in that, Comprise: Obtaining train running line information collected by the data collection module, running information of at least two trains running on the train running line, inter-station running time information, and station parking time information, the at least two trains being located in the same power supply area; Based on the train running line information, the running information of the at least two trains, the inter-station running time information, and the station parking time information, a train control curve is determined, the train control curve being used to control at least one of a running speed, a running time length, and a parking time length of the at least two trains; Outputting the train control curve to the at least two trains through the data transmission module; The at least two trains comprise a traction train and a braking train, the inter-station running time information is planned station parking time information and planned inter-station running time information of the traction train from a current station to a next station, the planned station parking time information comprises a planned departure time of the current station and a planned arrival time of the next station, and the planned inter-station running time information comprises a planned running time length; The determination of the train control curve comprises: Obtaining an actual departure time of the traction train at the current station, the actual departure time being determined based on passenger flow of the current station and a planned departure time table; Adjusting the planned running time length based on the actual departure time and the planned departure time to obtain a first running time length of the traction train; Determining the train control curve based on the first running time length and running information of the braking train; Determining the train control curve based on the first running time length and the running information of the braking train comprises: Determining a second running time length of the traction train based on a speed threshold upper limit of the traction train and a distance between the current station and the next station; In a case where the second running time length is less than the first running time length, obtaining a waiting time length of an idling condition in a train control curve corresponding to the traction train based on a difference between the first running time length and the second running time length; Adjusting a running speed of the idling condition in the train control curve corresponding to the traction train based on the waiting time length; The determination of the train control curve based on the first running time length and the running information of the braking train further comprises: Determining a third running time length of the braking train to arrive at the current station based on the running information of the braking train; In a case where the third running duration is less than a planned duration for the braking train to arrive at the current station, a braking duration of an idling condition in a control curve corresponding to the braking train is obtained based on a difference between the third running duration and the planned duration; an operation speed of the idling condition in the control curve corresponding to the braking train is adjusted based on the braking duration.

5. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the ATO control method based on regenerative braking energy utilization as claimed in claim 4 when executing the program.

6. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program implements the ATO control method based on regenerative braking energy utilization as claimed in claim 4 when executed by the processor.

7. A computer program product comprising a computer program, characterized in that, The computer program implements the ATO control method based on regenerative braking energy utilization as claimed in claim 4 when executed by the processor.

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