Energy-saving control method and system

Abstract

The present invention provides an energy-saving control method and system, the method comprising: dividing the trains corresponding to the ATOs in the same power supply partition into braking trains and traction trains according to the broadcast messages sent by the ATS received by the ATOs in the same power supply partition; determining the braking strategy of each braking train according to the traction energy required by the power grid in the same power supply partition received by the first ATO of each braking train; and determining the starting strategy of each traction train according to the available regenerative energy of the power grid in the same power supply partition received by the second ATO of each traction train. Based on the coordinated cooperation between the train ATO and the ground ATS, the present invention realizes that in the same power supply partition, during the braking time period, the regenerative braking energy generated by the braking train is effectively utilized by the traction train, thereby realizing energy-saving control of vehicle-to-vehicle coordination and vehicle-to-ground linkage, and improving the utilization rate of regenerative energy.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to an energy-saving control method and system. Background Art

[0002] With the rapid development of rail transit, the subway has become an essential means of transportation for people. The large-scale operation of subway trains has also brought about huge energy consumption. According to statistics, traction energy consumption accounts for approximately 60% of the total energy consumption of urban rail transit trains, and regenerative energy consumption accounts for approximately 29%. Traction energy consumption can be reduced by optimizing the vehicle control algorithm of the on-board signal ATO system, making full use of slopes and curves in combination with the ATS plan, increasing coasting time, and reducing friction on curves. Regenerative energy consumption is the energy generated by electric braking during the train braking process (including section braking deceleration and station braking). This energy is generally dissipated by on-board resistors or returned to the contact network / third rail.

[0003] Currently, onboard signal systems often employ a per-vehicle energy-saving strategy. This strategy targets individual vehicles for energy conservation, both spatially by reducing ramps and curves and temporally by reducing travel speed, thereby reducing traction energy consumption. However, this approach fails to fully utilize regenerative energy, resulting in significant energy consumption. Furthermore, if energy is not absorbed by the energy-absorbing device, it can lead to increased traction voltage, which in turn limits regenerative braking power, impacting operational and driving safety.

[0004] Currently, the utilization of regenerative braking energy is mostly achieved through multi-vehicle coordination using the Automatic Train Control (ATS) and onboard Automatic Tolerance (ATO). The ATS collects the braking status of different trains in the same power supply zone and broadcasts it to each train. When a train at a platform departing or requiring accelerated traction in a section receives the broadcast message, it performs traction, utilizing the regenerative energy. However, this approach often uses a single braking method when a train enters a station, resulting in a fixed amount of energy generated over a specific period of time. This limits the utilization of this regenerative energy. It requires not only that other trains requiring this energy must be in the same power supply zone but also that traction is being performed at that time for it to be effectively utilized. If each train adopts a fixed strategy, the utilization rate of the regenerative energy coordinated among multiple trains will be very low.

[0005] In addition, since the train braking system is composed of an electric brake and an air brake system, it will generally float into the electric-to-air conversion process at speeds below 6 km / h. At this time, the regenerative braking energy generated by the electric brake is very small. Even if there is any regenerative braking energy, it will be consumed in the power grid through the communication delay transmission process between the train and the ground. Therefore, frequent traction braking in order to utilize the regenerative energy generated by electric braking at low speeds is obviously not worth the cost.

[0006] When utilizing regenerative energy, such as when there is regenerative braking energy in the power grid, the inherent strategy is for the train to calculate the ceiling command speed according to the line speed limit, and the ATO reaches the ceiling command speed through a fixed acceleration according to the ceiling command speed. During this period, the train does not coordinate with other trains, resulting in a time deviation between the energy consumption of this train and the regenerative braking energy of other trains, and the regenerative braking energy cannot be utilized. Alternatively, the train is pulled at the full traction level in order to utilize the regenerative braking energy in a timely manner. However, at this time, the regenerative braking energy may not be able to fully meet the energy consumption of pulling at the full traction level to the ceiling command speed. Under the premise that the ATS planning time is sufficient and there is no subsequent regenerative braking energy utilization, it is still controlled according to the full traction level. This will not only cause unnecessary braking when reaching the ceiling command speed, but also cause discomfort to passengers. Summary of the Invention

[0007] The energy-saving control method and system provided by the present invention are used to solve the above-mentioned problems existing in the prior art. Based on the coordinated cooperation between the train ATO and the ground ATS, the regenerative braking energy generated by the braking train is effectively utilized by the traction train within the braking time period under the same power supply partition, realizing vehicle-to-vehicle coordination and vehicle-to-ground linkage energy-saving control, and improving the utilization rate of regenerative energy.

[0008] The present invention provides an energy-saving control method, comprising:

[0009] According to the broadcast messages sent by the automatic train monitoring system (ATS) received by the automatic train operation systems (ATOs) in the same power supply zone, the trains corresponding to the ATOs in the same power supply zone are divided into braking trains and traction trains, wherein the broadcast messages include at least the working conditions of the trains corresponding to the ATOs;

[0010] determining a braking strategy for each braking train according to the grid required traction energy in the same power supply partition received by the first ATO of each braking train, wherein the grid required traction energy is sent via the ATS;

[0011] The starting strategy of each traction train is determined based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, where the available regenerative energy of the power grid is sent through the ATS.

[0012] According to an energy-saving control method provided by the present invention, determining the braking strategy of each braking train according to the traction energy required by the power grid in the same power supply partition received by the first ATO of each braking train includes:

[0013] determining, based on the traction energy required by the power grid received by each first ATO, the current position of each braking train and the current remaining arrival time, and if a first preset condition is met, a first position for each braking train to start braking;

[0014] adjusting the deceleration of the first braking process of each braking train;

[0015] Determining that the second braking process of each braking train is to stop the vehicle according to a preset fixed deceleration;

[0016] The first preset condition includes that each braking train arrives at the station on time, the braking process of each braking train coincides with the traction process of each traction train, and the sum of the regenerative braking energy generated by each braking train meets the traction energy required by the power grid, and that each braking train can still arrive at the station on time after one or more adjustments are made to its deceleration. The traction energy required by the power grid is the sum of the traction energy consumption requirements of each traction train.

[0017] The first braking process is that each of the braking trains is braked from the first position to a second position, and the second position is a position where the speed of each of the braking trains is at a first preset threshold;

[0018] The second braking process is that each braking train is braked from the second position to the position of the parking point.

[0019] According to an energy-saving control method provided by the present invention, the adjusting of the deceleration of the first braking process of each braking train includes:

[0020] dividing the first braking process of each braking train into a plurality of first stages;

[0021] It is determined that different decelerations are used for braking in each first stage, and the difference between the decelerations of adjacent first stages is less than or equal to a second preset threshold.

[0022] According to an energy-saving control method provided by the present invention, determining the starting strategy of each traction train based on the available regenerative energy of the power grid in the same power supply partition received by the second ATO of each traction train includes:

[0023] determining, based on the available regenerative energy of the power grid received by each second ATO, the current position of each traction train and the current remaining arrival time, and if a second preset condition is met, a target time point for each traction train to start traction;

[0024] Determining that each traction train starts traction from the target time point, and adjusting the acceleration of each traction train during the traction process;

[0025] Among them, the second preset conditions include that each of the traction trains arrives at the station on time, the traction process of each of the traction trains coincides with the braking process time of each of the braking trains, and the sum of the traction energy consumption requirements of each of the traction trains meets the available regenerative energy of the power grid, and after adjusting the acceleration of each of the traction trains once or multiple times, they can still arrive at the station on time, and the available regenerative energy of the power grid is the sum of the regenerative braking energy generated by each of the braking trains.

[0026] According to an energy-saving control method provided by the present invention, adjusting the acceleration of each traction train during the traction process includes:

[0027] dividing the traction process of each traction train into a plurality of second stages;

[0028] It is determined that different accelerations are used to start the vehicle in each second stage, and the difference in acceleration between adjacent second stages is less than or equal to a third preset threshold.

[0029] According to an energy-saving control method provided by the present invention, the traction energy consumption requirements of each traction train and the acquisition method of the regenerative braking energy of each braking train include:

[0030] constructing a first power configuration table according to the power generated when the first ATO of each braking train applies different speeds and different braking levels to the train;

[0031] determining the traction energy consumption requirement of each of the traction trains according to the first power configuration table;

[0032] constructing a second power configuration table according to the power generated by the second ATO of each traction train applying different speeds and different traction levels to the train;

[0033] According to the second power configuration table, the regenerative braking energy of each braking train is determined.

[0034] According to an energy-saving control method provided by the present invention, the method further includes:

[0035] According to the voltage information and current information of each braking train sent by the train control and management system TCMS and received by the first ATO of each braking train, the power at different speeds and different braking levels is fitted to obtain a first fitting curve;

[0036] updating the first power configuration table according to the first fitting curve;

[0037] According to the voltage information and the current information of each traction train sent by the TCMS and received by the second ATO of each traction train, fitting the power at different speeds and different traction levels to obtain a second fitting curve;

[0038] The second power configuration table is updated according to the second fitting curve.

[0039] The present invention also provides an energy-saving control system, comprising: a determination module, a braking module, and a traction module;

[0040] The determining module is configured to divide the trains corresponding to the automatic train operation systems (ATOs) in the same power supply zone into braking trains and traction trains based on the broadcast messages received by the automatic train operation systems (ATOs) in the same power supply zone, the broadcast messages including at least the operating conditions of the trains corresponding to the ATOs;

[0041] The braking module is configured to determine a braking strategy for each braking train based on the required traction energy of the power grid under the same power supply partition received by the first ATO of each braking train, wherein the required traction energy of the power grid is sent via the ATS;

[0042] The traction module is used to determine the starting strategy of each traction train based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, and the available regenerative energy of the power grid is sent through the ATS.

[0043] The present invention also provides an electronic device, comprising a processor and a memory storing a computer program, wherein the processor implements any of the above energy-saving control methods when executing the program.

[0044] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which implements any of the above-mentioned energy-saving control methods when executed by a processor.

[0045] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements any of the above energy-saving control methods.

[0046] The energy-saving control method and system provided by the present invention are based on the coordinated cooperation between the train ATO and the ground ATS, so that under the same power supply zone, within the braking time period, the regenerative braking energy generated by the braking train is effectively utilized by the traction train, realizing vehicle-to-vehicle coordination and vehicle-to-ground linkage energy-saving control, and improving the utilization rate of regenerative energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction is given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0048] Figure 1 This is one of the flow charts of the energy-saving control method provided by the present invention;

[0049] Figure 2 It is a schematic diagram of the braking process of the braking train provided by the present invention;

[0050] Figure 3 It is a schematic diagram of the traction process of the traction train provided by the present invention;

[0051] Figure 4 This is the second flow chart of the energy-saving control method provided by the present invention;

[0052] Figure 5 It is a structural diagram of the energy-saving control system provided by the present invention;

[0053] Figure 6 It is a schematic diagram of the physical structure of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0054] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0055] The energy-saving control method provided by the present invention is based on the cooperation between the Automatic Train Operation (ATO) system and the Automatic Train Supervision (ATS) system on the ground. Through the ground ATS, all trains in the same power supply zone are linked to each other, so that the "producer of regenerative energy" braking train can brake flexibly and timely, strengthen the output and utilization of electric braking energy in the high-speed zone, weaken or do not process the regenerative energy in the low-speed section and the electric-air conversion area, and avoid the energy dissipation caused by frequent working condition transfer. The "consumer of regenerative energy" traction train selects the traction strategy (starting strategy) according to the instructions of the ground ATS, realizing energy utilization while ensuring good comfort. Finally, through the current and voltage information at different levels fed back by the Train Control and Management System (TCMS), the ATO performs integral calculation to obtain the power output at different levels and speeds, and continuously updates the power configuration table at the internal level of the ATO, so that the regenerative energy output estimate is more accurate, and the utilization of regenerative energy is further improved. The specific implementation is as follows:

[0056] Figure 1 This is one of the flow charts of the energy-saving control method provided by the present invention, such as Figure 1 As shown, the method includes:

[0057] Step 110: Based on the broadcast messages received by the automatic train operation systems (ATOs) in the same power supply zone from the automatic train control system (ATS), the trains corresponding to the automatic train operations (ATOs) in the same power supply zone are divided into braking trains and traction trains, wherein the broadcast messages include at least the operating conditions of the trains corresponding to the ATOs.

[0058] Step 120, determining a braking strategy for each braking train based on the grid traction energy required in the same power supply partition received by the first ATO of each braking train, wherein the grid traction energy required is sent by the ATS;

[0059] Step 130 : determining the starting strategy of each traction train according to the available regenerative energy of the power grid in the same power supply partition received by the second ATO of each traction train, wherein the available regenerative energy of the power grid is sent through the ATS.

[0060] It should be noted that the execution subject of the above method may be a computer device.

[0061] The energy-saving control method provided by the present invention broadcasts messages through the ground ATS, so that the online train can obtain the working conditions and working condition maintenance time of the train and other trains in the same power supply partition. The braking train selects a braking strategy based on the traction energy consumption requirements of each traction train in the same power supply partition, flexibly adjusts the braking deceleration, and generates regenerative braking energy. When the braking train speed decelerates to the lower limit of the configured speed threshold, it enters the parking strategy, selects the configured smaller reference deceleration for comfortable parking, and stops sending the generated regenerative braking energy information to the ground ATS.

[0062] Before predicting electric braking, the braking train will send the generated regenerative braking energy information to the ground ATS. The ground ATS will comprehensively plan and broadcast the time margin, regenerative braking energy information, etc. to the online train. When other trains that need to be towed receive this message, they will choose the best starting strategy.

[0063] In an embodiment of the present invention, the broadcast message may specifically include the operating conditions and operating condition maintenance time of all trains in the same power supply section. The operating conditions may specifically include braking conditions and traction conditions. The braking conditions and traction conditions can be used to distinguish whether the trains in the same power supply section are braking trains or traction trains.

[0064] In an embodiment of the present invention, the braking train may specifically be a train in a braking condition in the same power supply partition, and the traction train may specifically be a train in a traction condition in the same power supply partition.

[0065] In the embodiment of the present invention, all trains in the same power supply zone are divided into braking trains and traction trains according to the received broadcast message sent by the ATS. The ATS can be specifically deployed on the ground.

[0066] In this embodiment of the present invention, the ground ATS transmits the grid's required traction energy to the first ATO of each braking train within the same power supply zone. After receiving the grid's required traction energy, the first ATO of each braking train formulates a corresponding braking strategy and brakes according to that strategy. The first ATO can be specifically an ATO deployed on the braking train. The grid's required traction energy can be determined based on the traction energy consumption requirements of all traction trains within the same power supply zone.

[0067] In an embodiment of the present invention, the ground ATS transmits the available regenerative energy from the grid to the second ATO of each traction train in the same power supply partition. After receiving the available regenerative energy from the grid, the second ATO of each traction train formulates a corresponding starting strategy (i.e., traction strategy) and performs traction according to the starting strategy. The second ATO can specifically be an ATO deployed on the traction train. The available regenerative energy from the grid can be specifically obtained based on the regenerative braking energy of all braking trains in the same power supply partition.

[0068] In an embodiment of the present invention, the traction energy consumption demand of the traction train can be specifically obtained based on the traction requirements in the interactive information between the second ATO of the traction train and the ground ATS, and the regenerative braking energy of the braking train can be specifically obtained based on the regenerative feedback in the interactive information between the first ATO of the braking train and the ground ATS. It should be noted that in order to facilitate on-line trains to obtain the operating condition information of other trains in the same power supply partition, in addition to the regenerative feedback information and traction requirements information, the interactive information between the ATO and the ground ATS also adds the following fields, as shown in Table 1:

[0069] Table 1

[0070]

[0071]

[0072] In the embodiment of the present invention, in addition to the grid available regenerative energy and grid required traction energy, the interactive information between the ground ATS and the ATO also adds the following fields, as shown in Table 2:

[0073] Table 2

[0074]

[0075] In other embodiments of the present invention, when the train sends traction demand and braking supply, the vehicle-ground communication delay and the on-board response delay are taken into consideration. When the ATO calculates that the traction time or braking time is greater than the configured time T_VALID (the default configuration is 5S), the on-board ATO system sends the valid "start planned deceleration time point", "deceleration duration", "start planned acceleration time point", "acceleration duration", "regeneration feedback", and "traction required" to the ATS.

[0076] The energy-saving control method provided by the present invention is based on the coordinated cooperation between the train ATO and the ground ATS, so that under the same power supply partition, the regenerative braking energy generated by the braking train is effectively utilized by the traction train within the braking time period, realizing vehicle-to-vehicle coordination and vehicle-to-ground linkage energy-saving control, and improving the utilization rate of regenerative energy.

[0077] Furthermore, in one embodiment, determining the braking strategy of each braking train according to the traction energy required by the power grid in the same power supply partition received by the first ATO of each braking train may specifically include:

[0078] determining, based on the traction energy required by the power grid received by each first ATO, the current position of each braking train and the current remaining arrival time, and if a first preset condition is met, a first position for each braking train to start braking;

[0079] adjusting the deceleration of the first braking process of each braking train;

[0080] Determining that the second braking process of each braking train is to stop the vehicle according to a preset fixed deceleration;

[0081] The first preset condition includes that each braking train arrives at the station on time, the braking process of each braking train coincides with the traction process of each traction train, and the sum of the regenerative braking energy generated by each braking train meets the traction energy required by the power grid, and that each braking train can still arrive at the station on time after one or more adjustments are made to its deceleration. The traction energy required by the power grid is the sum of the traction energy consumption requirements of each traction train.

[0082] The first braking process is that each of the braking trains is braked from the first position to a second position, and the second position is a position where the speed of each of the braking trains is at a first preset threshold;

[0083] The second braking process is that each braking train is braked from the second position to the position of the parking point.

[0084] In this embodiment of the present invention, the application of regenerative braking energy is primarily focused on the traction process of trains approaching the station. The generation of regenerative braking energy is primarily used during the deceleration of the braking train from the ceiling-commanded speed to the braking process upon approaching the station. When the braking train's second ATO receives the grid-required traction energy, traction time starting point, and traction duration information from the ATS during the cruise phase, it performs internal simulated traction calculations based on the braking train's current position and remaining arrival time. Subject to first preset conditions, it determines the starting braking position for each braking train, i.e., the first position.

[0085] In an embodiment of the present invention, the first preset condition may specifically include that each braking train arrives at the station on time, the regeneration time starting point in the interactive information between the ground ATS and the ATO coincides with the traction time starting point, the regeneration duration coincides with the traction duration, and the sum of the regenerative braking energy generated by each braking train is equal to the traction energy required by the power grid, and after adjusting the deceleration of each braking train once or multiple times, the braking train can still arrive at the station on time. The traction energy required by the power grid may specifically be the sum of the traction energy consumption requirements of each traction train.

[0086] In an embodiment of the present invention, the braking process of each braking train is divided into a first braking process and a second braking process. The first braking process may specifically start from a first braking position and end at a second braking position, and the second braking process may specifically start from the second braking position and end at the position of the parking point. The second braking position may specifically be the position of each braking train when the speed of each braking train after braking reaches a first preset threshold.

[0087] In the embodiment of the present invention, the first position is selected to start braking, and the deceleration Bi in the first braking process is flexibly set to enter the deceleration stage in advance to generate regenerative braking energy for traction needs of other trains.

[0088] In this embodiment of the present invention, when the speed of each braking train reaches a first preset threshold, braking is performed at a preset fixed deceleration. Below this threshold, regenerative energy generated by low-speed electric braking is no longer considered, prioritizing accurate stopping. This ensures accurate calculation of the final stage time and provides a foundation for overall ATO time planning.

[0089] Furthermore, in one embodiment, adjusting the deceleration of the first braking process of each braking train may specifically include:

[0090] dividing the first braking process of each braking train into a plurality of first stages;

[0091] It is determined that different decelerations are used for braking in each first stage, and the difference between the decelerations of adjacent first stages is less than or equal to a second preset threshold.

[0092] In this embodiment of the present invention, to ensure passenger comfort during the braking process, the first braking process of each braking train is divided into multiple stages (i.e., first stages). The deceleration Bi of each first stage is configured. Different first stages have different deceleration Bi values. The deceleration Bi value range is [Bmin, Bmax]. The ATO performs traction calculations and internal deceleration adjustments within this range. Bmin is the minimum deceleration configured by the ATO, and Bmax is the maximum deceleration configured by the ATO.

[0093] In this embodiment of the present invention, when planning the deceleration Bi for each first stage, the first ATO limits the difference in deceleration between adjacent first stages by configuring a second preset threshold value, DE_DIFF, to prevent excessive deviation between adjacent first stage decelerations Bi, which could result in a significant brake shift shock when switching between different first stages. If the calculated deceleration difference between adjacent first stages is greater than DE_DIFF, the DE_DIFF value is used to calculate the deceleration for the adjacent stage. For example, if the deceleration for the first first stage is B1 and the deceleration for the second first stage is B2, and the difference between B2 and B1 is greater than DE_DIFF, B1 + DE_DIFF is used as the adjusted B2.

[0094] For example, Figure 2 Schematic diagram of the braking process of the braking train provided by the present invention, such as Figure 2As shown, when the first ATO calculation of the braking train meets the ground ATS planned time (specifically set by the user) by adjusting the braking process of the deceleration Bi (B1~B4), it will adjust as much regenerative braking energy as possible according to the traction requirements and feed it back to the power grid in time for other vehicles to use.

[0095] It should be noted that the first ATO obtains the road speed limit of the route data by querying the electronic map. After synthesizing the ceiling command speed curve, the command speed curve formed by the first ATO according to the deceleration B1 and deceleration B2 cannot exceed the ceiling command speed curve to prevent speeding or cutting.

[0096] When there is no traction energy consumption demand in the same power supply section or the sum of the time required for the first ATO to decelerate to the first preset threshold SPEED_ENG_THE (assuming the default value is 30km / h) through traction calculation according to the configured maximum deceleration Bmax and the time required for the final parking stage is greater than the ground ATS planned time, the first ATO will give priority to running according to the ground ATS planned time, and send the regenerated energy information generated during the braking process to the ground ATS and broadcast it to other trains so that the regenerated energy can be utilized as soon as possible.

[0097] ATO calculates traction based on the ATS planned time and the traction energy required by the power grid and executes the deceleration process according to the reference deceleration. The effective speed segment implemented is [SPEED_ENG_THE, the maximum operating speed of the line], where SPEED_ENG_THE is a configuration parameter. When the speed is less than SPEED_ENG_THE until the parking process, the output and utilization of regenerative energy are not considered. ATO stops according to the internally configured parking deceleration ("dashed line segment" segmented deceleration) to ensure the platform's parking accuracy and comfort. Using a fixed deceleration to stop at a speed below SPEED_ENG_THE (solid line segment) can also ensure that the time from deceleration from SPEED_ENG_THE to parking is accurately predicted in advance, making it easier for ATO to calculate and utilize the remaining available time and regenerative energy more accurately.

[0098] The energy-saving control method provided by the present invention is based on the coordinated cooperation between the train ATO and the ground ATS, so that under the same power supply zone, within the braking time period, the regenerative braking energy generated by the braking train is effectively utilized by the traction train, and the deceleration of the braking process is flexibly adjusted to realize the utilization of regenerative energy while ensuring good comfort for passengers during the braking process.

[0099] Furthermore, in one embodiment, determining the starting strategy of each traction train according to the available regenerative energy of the power grid in the same power supply partition received by the second ATO of each traction train may specifically include:

[0100] determining, based on the available regenerative energy of the power grid received by each second ATO, the current position of each traction train and the current remaining arrival time, and if a second preset condition is met, a target time point for each traction train to start traction;

[0101] Determining that each traction train starts traction from the target time point, and adjusting the acceleration of each traction train during the traction process;

[0102] Among them, the second preset conditions include that each of the traction trains arrives at the station on time, the traction process of each of the traction trains coincides with the braking process time of each of the braking trains, and the sum of the traction energy consumption requirements of each of the traction trains meets the available regenerative energy of the power grid, and after adjusting the acceleration of each of the traction trains once or multiple times, they can still arrive at the station on time, and the available regenerative energy of the power grid is the sum of the regenerative braking energy generated by each of the braking trains.

[0103] In this embodiment of the present invention, the second ATO's starting strategy for each traction train is similar to that of variable deceleration. When controlling train traction, the second ATO flexibly adjusts the command speed based on the amount of available regenerative energy in the power grid within the power supply partition and the current operating time, employing variable acceleration for starting. Before stopping at a platform or section and preparing to start the train, the second ATO analyzes the regenerative energy start time, regeneration duration, and available regenerative energy from the ATS. Based on the traction train's current location and remaining arrival time, it performs internal simulation traction calculations. If the second condition is met, the time at which the traction train begins traction, i.e., the target time, is determined.

[0104] In an embodiment of the present invention, the second preset condition may specifically include that each traction train arrives at the station on time, the regeneration time starting point in the interactive information between the ground ATS and the ATO coincides with the traction time starting point, the regeneration duration coincides with the traction duration, and the sum of the traction energy consumption requirements of each traction train is equal to the available regenerative energy of the power grid, and after adjusting the acceleration of each traction train once or multiple times, the traction train can still arrive at the station on time. The available regenerative energy of the power grid can specifically be the sum of the regenerative braking energy generated by each braking train.

[0105] In the embodiment of the present invention, a target time point is selected to start traction, and the acceleration during the traction process is flexibly set.

[0106] Furthermore, in one embodiment, adjusting the acceleration of each traction train during the traction process may specifically include:

[0107] dividing the traction process of each traction train into a plurality of second stages;

[0108] It is determined that different accelerations are used to start the vehicle in each second stage, and the difference in acceleration between adjacent second stages is less than or equal to a third preset threshold.

[0109] In this embodiment of the present invention, the traction process of each traction train is divided into multiple stages (i.e., the second stage), and the acceleration Ai in each second stage is flexibly adjusted. Different acceleration Ai is set for different second stages. The value range of this acceleration Ai is [Amin, Amax]. The ATO performs traction calculations and internal acceleration adjustments within this range. Among them, Amin is the minimum acceleration configured by the ATO, and Amax is the maximum acceleration configured by the ATO.

[0110] In this embodiment of the present invention, to ensure a certain level of comfort, when planning the acceleration Ai of each second stage, the second ATO limits the difference in acceleration between adjacent second stages by configuring a third preset threshold AC_DIFF to prevent excessive deviation between adjacent second stage accelerations, which could cause a significant traction level switching shock when switching between different second stages. If the calculated acceleration difference between adjacent second stages is greater than AC_DIFF, the AC_DIFF value is used to calculate the acceleration of the adjacent stage. For example, if the acceleration of the first second stage is A1 and the acceleration of the second second stage is A2, if the difference between A2 and A1 is greater than AC_DIFF, A1 + AC_DIFF is used as the adjusted A2.

[0111] In other embodiments of the present invention, if starting the vehicle at the maximum acceleration still cannot guarantee punctual arrival at the station, the utilization of regenerative energy will not be considered at this time; if there is a time margin after starting the vehicle at the maximum acceleration (it can arrive at the station early), but there is no regenerative energy available in the same power supply zone at this time, the vehicle will be started according to the configured default acceleration, and the traction energy consumption demand will be broadcast through the ground ATS. When the power grid has regenerative energy available, the acceleration Ai will be adjusted in real time according to the remaining time; if there is a time margin after starting the vehicle at the maximum acceleration and regenerative energy is available in the same power supply zone, the acceleration will be calculated and adjusted to maximize the utilization of regenerative energy.

[0112] For example, Figure 3 Schematic diagram of the traction process of the traction train provided by the present invention, such as Figure 3 As shown in the figure, when a train has a braking process of about 15 seconds after 3 seconds in the power supply section, the train is calculated to reach the ceiling speed in about 19 seconds according to the conventional configuration command speed 2 and needs to depart immediately. It is calculated that it will reach the ceiling speed in about 9 seconds according to the maximum configuration acceleration. In this case, ATO will delay departure by 3 seconds and use command speed curve 1 for traction. According to the remaining running time and regenerated energy, the command acceleration is adjusted and the command speed curve is planned in real time.

[0113] The energy-saving control method provided by the present invention is based on the coordinated cooperation between the train ATO and the ground ATS, so that under the same power supply zone, within the braking time period, the regenerative braking energy generated by the braking train is effectively utilized by the traction train, and the deceleration of the braking process and the acceleration of the traction process are flexibly adjusted without affecting the ATS plan, thereby ensuring punctual arrival at the station, improving the accuracy and effectiveness of the coordination between vehicles, maximizing the utilization of regenerative braking energy, and ensuring good comfort for passengers during the traction process.

[0114] Furthermore, in one embodiment, the traction energy consumption requirements of each traction train and the acquisition method of the regenerative braking energy of each braking train may specifically include:

[0115] constructing a first power configuration table according to the power generated when the first ATO of each braking train applies different speeds and different braking levels to the train;

[0116] determining the traction energy consumption requirement of each of the traction trains according to the first power configuration table;

[0117] constructing a second power configuration table according to the power generated by the second ATO of each traction train applying different speeds and different traction levels to the train;

[0118] According to the second power configuration table, the regenerative braking energy of each braking train is determined.

[0119] In an embodiment of the present invention, the first ATO of each braking train can specifically map the power generated after being applied to the train at different speeds and different braking levels into the power configuration table of the first ATO according to the following data structure to construct a first power configuration table.

[0120] The data structure of the first power configuration table is:

[0121]

[0122] In the embodiment of the present invention, the first ATO obtains the regenerative feedback (ie, regenerative braking energy) in the first power configuration table by looking up the table, and sends it to the ground ATS.

[0123] In an embodiment of the present invention, the second ATO of each traction train can specifically map the power generated after being applied to the train at different speeds and different traction levels into the power configuration table of the second ATO according to the following data structure to construct a second power configuration table.

[0124] The data structure of the second power configuration table is:

[0125]

[0126] In the embodiment of the present invention, the second ATO obtains the traction requirement (ie, traction energy consumption requirement) in the second power configuration table by looking up the table, and sends it to the ground ATS.

[0127] Furthermore, in one embodiment, the method may further specifically include:

[0128] According to the voltage information and current information of each braking train sent by the train control and management system TCMS and received by the first ATO of each braking train, the power at different speeds and different braking levels is fitted to obtain a first fitting curve;

[0129] updating the first power configuration table according to the first fitting curve;

[0130] According to the voltage information and the current information of each traction train sent by the TCMS and received by the second ATO of each traction train, fitting the power at different speeds and different traction levels to obtain a second fitting curve;

[0131] The second power configuration table is updated according to the second fitting curve.

[0132] In this embodiment of the present invention, to facilitate the calculation of traction energy consumption requirements and regenerative braking energy within the ATO, the TCMS transmits voltage information (whole vehicle voltage) and current information (whole vehicle current) of each traction and braking train to the ATO. The information sent by TCMS->ATO includes the following data, as shown in Table 3:

[0133] Table 3

[0134] category illustrate Vehicle voltage Unit: Volt Vehicle current Unit: Ampere

[0135] In the embodiment of the present invention, the first ATO of each braking train fits the curves of different braking levels at different speeds, i.e., the first fitting curve, by the least squares method based on the voltage information and current information of each braking train sent by the received TCMS.

[0136] In an embodiment of the present invention, after the braking train stops steadily and accurately at the platform, the data is fed back to the first ATO using the first fitting curve. The first ATO updates the first power configuration table according to the first fitting curve, and the next round of calculation uses the updated first power configuration table to ensure accurate energy estimation.

[0137] In the embodiment of the present invention, the second ATO of each traction train fits the curves of different traction levels at different speeds, i.e., the second fitting curves, by the least squares method based on the voltage and current information of each traction train received from the TCMS.

[0138] In an embodiment of the present invention, after the traction train stops steadily and accurately at the platform, the data is fed back to the second ATO using the second fitting curve, and the second ATO updates the second power configuration table according to the second fitting curve. The updated second power configuration table is used for the next calculation, making the energy prediction accurate.

[0139] For example, Figure 4 is the second schematic flow chart of the energy-saving control method provided by the present invention. As Figure 4 shown, the method includes the following steps:

[0140] Step 1, initialize parameters, and read the power configuration tables in the ATO (including the first power configuration table in the first ATO and the second power configuration table in the second ATO); Step 2, the ATO identifies that traction is about to start, and calculates the start traction time point, traction duration, and energy consumption required for traction; Step 3, the ATO identifies that braking to stop is about to occur, and calculates the start braking time, braking duration, and regenerative braking energy generated; Step 4, the ATS summarizes the energy generated and output by the online trains, calculates, in the same power supply section, the start traction time point, traction duration, energy required for traction, start braking time point, braking duration, and regenerative braking energy generated, and issues them to the online trains within each power supply section; Step 5, the ATO calculates the commanded speed curve with a variable acceleration based on the regenerative time start point, regenerative duration, and available regenerative energy of the power grid, in combination with the current position and the current remaining arrival duration; Step 6, the ATO calculates the commanded speed curve with a variable deceleration based on the traction time start point, traction duration, and traction energy required by the power grid, in combination with the current position and the current remaining arrival duration; Step 7, determine whether the speed is <SPEED_ENG_THE. If not, go to Step 6. If so, go to Step 8; Step 8, brake to stop at a fixed deceleration and no longer consider the regenerative energy; Step 9, whether it has stopped steadily and accurately at the platform. If so, go to Step 10. If not, go to Step 2 and Step 3; Step 10, analyze and summarize the TCMS feedback voltage and current information, and update the ATO power configuration table according to the actual feedback values.

[0141] For the energy-saving control method provided by the present invention, through the current and voltage information at different levels fed back by the TCMS system, the on-vehicle ATO system performs integral calculation to obtain the power output at different speeds for different braking or traction levels, and continuously updates the internal power configuration table, making the prediction of regenerative energy output more accurate and further improving the utilization of regenerative energy.

[0142] The energy-saving control system provided by the present invention is described below. The energy-saving control system described below can be correspondingly referred to the energy-saving control method described above.

[0143] Figure 5 is the schematic structural diagram of the energy-saving control system provided by the present invention. As Figure 5Shown, including:

[0144] Determination module 510, braking module 511 and traction module 512;

[0145] The determining module 510 is configured to classify the trains corresponding to the automatic train operation systems (ATOs) in the same power supply zone into braking trains and traction trains based on the broadcast messages received by the automatic train operation systems (ATOs) in the same power supply zone, the broadcast messages including at least the operating conditions of the trains corresponding to the ATOs.

[0146] The braking module 511 is configured to determine a braking strategy for each braking train based on the required traction energy of the power grid in the same power supply partition received by the first ATO of each braking train, where the required traction energy of the power grid is sent via the ATS;

[0147] The traction module 512 is used to determine the starting strategy of each traction train according to the available grid regenerative energy in the same power supply partition received by the second ATO of each traction train, where the available grid regenerative energy is sent through the ATS.

[0148] The energy-saving control system provided by the present invention is based on the coordinated cooperation between the train ATO and the ground ATS, so that under the same power supply partition, the regenerative braking energy generated by the braking train is effectively utilized by the traction train during the braking time period, realizing vehicle-to-vehicle coordination and vehicle-to-ground linkage energy-saving control, and improving the utilization rate of regenerative energy.

[0149] Figure 6 This is a schematic diagram of the physical structure of an electronic device provided by the present invention, such as Figure 6 As shown, the electronic device may include: a processor 610, a communication interface 611, a memory 612, and a bus 613, wherein the processor 610, the communication interface 611, and the memory 612 communicate with each other via the bus 613. The processor 610 may call the logic instructions in the memory 612 to execute the following method:

[0150] According to the broadcast messages sent by the automatic train monitoring system (ATS) received by the automatic train operation systems (ATOs) in the same power supply zone, the trains corresponding to the ATOs in the same power supply zone are divided into braking trains and traction trains, wherein the broadcast messages include at least the working conditions of the trains corresponding to the ATOs;

[0151] determining a braking strategy for each braking train according to the grid required traction energy in the same power supply partition received by the first ATO of each braking train, wherein the grid required traction energy is sent via the ATS;

[0152] The starting strategy of each traction train is determined based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, where the available regenerative energy of the power grid is sent through the ATS.

[0153] In addition, the logic instructions in the above-mentioned memory can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, 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 enabling a computer power screen (which can be a personal computer, server, or network power screen, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0154] Furthermore, the present invention discloses a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions. When the program instructions are executed by a computer, the computer can perform the energy-saving control methods provided by the above-mentioned method embodiments, for example, including:

[0155] According to the broadcast messages sent by the automatic train monitoring system (ATS) received by the automatic train operation systems (ATOs) in the same power supply zone, the trains corresponding to the ATOs in the same power supply zone are divided into braking trains and traction trains, wherein the broadcast messages include at least the working conditions of the trains corresponding to the ATOs;

[0156] determining a braking strategy for each braking train according to the grid required traction energy in the same power supply partition received by the first ATO of each braking train, wherein the grid required traction energy is sent via the ATS;

[0157] The starting strategy of each traction train is determined based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, where the available regenerative energy of the power grid is sent through the ATS.

[0158] On the other hand, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the energy-saving control method provided in each of the above embodiments is implemented, for example, including:

[0159] According to the broadcast messages sent by the automatic train monitoring system (ATS) received by the automatic train operation systems (ATOs) in the same power supply zone, the trains corresponding to the ATOs in the same power supply zone are divided into braking trains and traction trains, wherein the broadcast messages include at least the working conditions of the trains corresponding to the ATOs;

[0160] determining a braking strategy for each braking train according to the grid required traction energy in the same power supply partition received by the first ATO of each braking train, wherein the grid required traction energy is sent via the ATS;

[0161] The starting strategy of each traction train is determined based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, where the available regenerative energy of the power grid is sent through the ATS.

[0162] The system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0163] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, or of course by hardware. Based on this understanding, the above technical solution, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer power screen (which can be a personal computer, a server, or a network power screen, etc.) to execute the methods described in each embodiment or certain parts of the embodiments.

[0164] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. An energy-saving control method, characterized in that: include: According to the broadcast messages sent by the automatic train monitoring system (ATS) received by the automatic train operation systems (ATOs) in the same power supply zone, the trains corresponding to the ATOs in the same power supply zone are divided into braking trains and traction trains, wherein the broadcast messages include at least the working conditions of the trains corresponding to the ATOs; determining a braking strategy for each braking train according to the grid required traction energy in the same power supply partition received by the first ATO of each braking train, wherein the grid required traction energy is sent via the ATS; The starting strategy of each traction train is determined based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, where the available regenerative energy of the power grid is sent through the ATS.

2. The energy-saving control method according to claim 1, characterized in that: The step of determining the braking strategy of each braking train according to the traction energy required by the power grid in the same power supply partition received by the first ATO of each braking train includes: determining, based on the traction energy required by the power grid received by each first ATO, the current position of each braking train and the current remaining arrival time, and if a first preset condition is met, a first position for each braking train to start braking; adjusting the deceleration of the first braking process of each braking train; Determining that the second braking process of each braking train is to stop the vehicle according to a preset fixed deceleration; The first preset condition includes that each braking train arrives at the station on time, the braking process of each braking train coincides with the traction process of each traction train, and the sum of the regenerative braking energy generated by each braking train meets the traction energy required by the power grid, and that each braking train can still arrive at the station on time after one or more adjustments are made to its deceleration. The traction energy required by the power grid is the sum of the traction energy consumption requirements of each traction train. The first braking process is that each of the braking trains is braked from the first position to a second position, and the second position is a position where the speed of each of the braking trains is at a first preset threshold; The second braking process is that each braking train is braked from the second position to the position of the parking point.

3. The energy-saving control method according to claim 2, characterized in that: The adjusting of the deceleration of the first braking process of each braking train comprises: dividing the first braking process of each braking train into a plurality of first stages; It is determined that different decelerations are used for braking in each first stage, and the difference between the decelerations of adjacent first stages is less than or equal to a second preset threshold.

4. The energy-saving control method according to claim 1, characterized in that: The determining of the starting strategy of each traction train according to the available regenerative energy of the power grid in the same power supply partition received by the second ATO of each traction train includes: determining, based on the available regenerative energy of the power grid received by each second ATO, the current position of each traction train and the current remaining arrival time, and if a second preset condition is met, a target time point for each traction train to start traction; Determining that each traction train starts traction from the target time point, and adjusting the acceleration of each traction train during the traction process; Among them, the second preset conditions include that each of the traction trains arrives at the station on time, the traction process of each of the traction trains coincides with the braking process time of each of the braking trains, and the sum of the traction energy consumption requirements of each of the traction trains meets the available regenerative energy of the power grid, and after adjusting the acceleration of each of the traction trains once or multiple times, they can still arrive at the station on time, and the available regenerative energy of the power grid is the sum of the regenerative braking energy generated by each of the braking trains.

5. The energy-saving control method according to claim 4, characterized in that: The adjusting of the acceleration of each traction train during the traction process includes: dividing the traction process of each traction train into a plurality of second stages; It is determined that different accelerations are used to start the vehicle in each second stage, and the difference in acceleration between adjacent second stages is less than or equal to a third preset threshold.

6. The energy-saving control method according to any one of claims 2 to 5, characterized in that: The traction energy consumption requirements of each traction train and the acquisition method of the regenerative braking energy of each braking train include: constructing a first power configuration table according to the power generated when the first ATO of each braking train applies different speeds and different braking levels to the train; determining the regenerative braking energy of each of the braking trains according to the first power configuration table; constructing a second power configuration table according to the power generated by the second ATO of each traction train applying different speeds and different traction levels to the train; The traction energy consumption requirement of each traction train is determined according to the second power configuration table.

7. The energy-saving control method according to claim 6, characterized in that: The method further comprises: According to the voltage information and current information of each braking train sent by the train control and management system TCMS and received by the first ATO of each braking train, the power at different speeds and different braking levels is fitted to obtain a first fitting curve; updating the first power configuration table according to the first fitting curve; According to the voltage information and the current information of each traction train sent by the TCMS and received by the second ATO of each traction train, fitting the power at different speeds and different traction levels to obtain a second fitting curve; The second power configuration table is updated according to the second fitting curve.

8. An energy-saving control system, characterized in that: include: Determination module, braking module and traction module; The determining module is configured to divide the trains corresponding to the automatic train operation systems (ATOs) in the same power supply zone into braking trains and traction trains based on the broadcast messages received by the automatic train operation systems (ATOs) in the same power supply zone, the broadcast messages including at least the operating conditions of the trains corresponding to the ATOs; The braking module is configured to determine a braking strategy for each braking train based on the required traction energy of the power grid under the same power supply partition received by the first ATO of each braking train, where the required traction energy of the power grid is sent via the ATS; The traction module is used to determine the starting strategy of each traction train based on the available regenerative energy of the power grid under the same power supply partition received by the second ATO of each traction train, and the available regenerative energy of the power grid is sent through the ATS.

9. An electronic device comprising a processor and a memory storing a computer program, characterized in that: When the processor executes the computer program, the energy-saving control method according to any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the energy-saving control method according to any one of claims 1 to 7 is implemented.

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