A method for energy saving of a train operation plan for rail transit

Abstract

The application discloses an energy-saving method for a train diagram of rail transit, and relates to the technical field of rail transit. The method comprises the following steps: collecting train operation data based on an initial train diagram, and determining an optimization range of a rail transit line; determining an energy-saving optimization target according to the optimization range of the rail transit line, and formulating a set of regenerative braking adjustment strategies based on the energy-saving optimization target; optimizing a train operation scheme in the initial train diagram based on the set of regenerative braking adjustment strategies, and generating an energy-saving optimization train diagram. The application optimizes and adjusts the train diagram by analyzing the simultaneous regenerative braking of multiple trains in the existing train diagram, avoids the simultaneous regenerative braking of two or more trains within a certain length range of the rail transit line, and makes the number of trains for traction and the number of trains for regenerative braking consistent at the same time, so that the regenerative braking energy of the trains is fully utilized, and the traction energy consumption of the rail transit is greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and more specifically, to an energy-saving method for rail transit timetables. Background Technology

[0002] In rail transit systems, traction energy consumption is the main component of total energy consumption, accounting for over 50%. Due to the special nature of subway lines, trains need to frequently start and brake during operation, resulting in a large amount of electrical energy consumption. Traditional train timetable design mainly considers passenger flow and train operation cycles, often neglecting the interaction of electrical characteristics between adjacent trains. In this case, the current intake and feedback of adjacent trains lack systematic coordination, causing the start-stop currents of adjacent trains to overlap, exacerbating the fluctuations in grid current. At the same time, current fluctuations generate additional energy losses during voltage conversion and AC / DC conversion. The more severe the current fluctuations, the greater the traction energy consumption.

[0003] In traction energy consumption, regenerative braking energy accounts for 30-40% of traction power consumption. Of this, about 60% of the energy is absorbed by neighboring trains, while the remaining 40% is usually consumed as heat through onboard braking resistors. This not only wastes electrical energy but also reduces the overall efficiency of the system. Unconsumed regenerative energy may be fed back to the medium-voltage network for power and lighting loads, but the unutilized energy will eventually be fed back to the 110kV grid. Taking a 6-car B-type train as an example, the maximum regenerative braking power of a single train can reach 5-6MW, while the maximum regenerative power can reach 10-12MW when two trains brake simultaneously. If all of this energy is fed back to the 35kV medium-voltage network in a short period of time (less than 20 seconds), due to the large amount of energy and the short time, the fed-back energy cannot be fully absorbed and utilized, and can only be fed back to the 110kV grid. This is a huge waste of energy for rail transit users.

[0004] In existing technologies, train timetables do not take into account the superposition effect of current during the starting and braking processes of neighboring trains, which results in the inefficient use of regenerative braking energy of rail transit trains and may even lead to energy being fed back into the power grid. Therefore, there is an urgent need for an energy-saving method for rail transit timetables that can fully absorb the regenerative braking energy of trains by adjusting the train timetables, thereby greatly reducing the traction energy consumption of rail transit.

[0005] There are currently no effective solutions to the problems in the relevant technologies. Summary of the Invention

[0006] To address the problems in related technologies, this invention proposes an energy-saving method for train operation schedules. This method has the advantage of fully absorbing the regenerative braking energy of trains by adjusting the train operation schedule, thereby greatly reducing the traction energy consumption of rail transit. This solves the problem in the prior art where the regenerative braking energy of rail transit trains cannot be fully utilized, and even leads to the energy being fed back to the power grid.

[0007] Therefore, the specific technical solution adopted by the present invention is as follows: An energy-saving method for rail transit timetables, comprising the following steps: S1. Collect train operation data based on the initial operation plan and determine the optimization range of the rail transit line; S2. Determine the energy-saving optimization target based on the optimization scope of the rail transit line, and formulate a set of regenerative braking adjustment strategies based on the energy-saving optimization target; S3. Based on the regenerative braking adjustment strategy set, optimize the train operation plan in the initial operation diagram and generate an energy-saving optimized operation diagram.

[0008] Furthermore, the train operation data collected based on the initial timetable includes: Train departure time, train stop time, regenerative braking time upon entering the station, and train running time between sections.

[0009] Furthermore, the energy-saving optimization targets determined based on the optimization scope of the rail transit lines include: Regenerative braking conflict targets for a single station, regenerative braking conflict targets for adjacent stations, regenerative braking conflict targets for multiple station sections, and regenerative braking conflict targets within a preset mileage range.

[0010] Furthermore, the energy-saving optimization target is determined based on the optimization scope of the rail transit line, and a set of regenerative braking adjustment strategies is formulated based on the energy-saving optimization target, including the following steps: S21. Based on the regenerative braking conflict target of a single station, formulate the first regenerative braking adjustment strategy; S22. Based on the regenerative braking conflict target of adjacent stations, formulate a second regenerative braking adjustment strategy; S23. Based on the regenerative braking conflict target of multiple station sections, formulate the third regenerative braking adjustment strategy; S24. Based on the preset mileage range regenerative braking conflict target, formulate a fourth regenerative braking adjustment strategy, and construct a regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy.

[0011] Furthermore, based on the regenerative braking conflict target of a single station, the first regenerative braking adjustment strategy includes the following steps: S211. Compare the regenerative braking times of all trains entering a single station. If the regenerative braking times of two trains overlap, mark these two trains as a single-station train pair. S212. Identify the overlapping time periods of the regenerative braking times of the two trains entering the station for each single station, and establish a list of overlapping time periods for a single station. S213. Based on the list of overlapping time periods for a single station, adjust the regenerative braking time of at least one train in each train pair at a single station to eliminate all overlapping time periods in the list of overlapping time periods for a single station, and generate a first regenerative braking adjustment strategy based on the adjustment results.

[0012] Furthermore, based on the optimization objective of regenerative braking conflict between adjacent stations, a second regenerative braking adjustment strategy is formulated, including the following steps: S221. Compare the regenerative braking times of all trains entering adjacent stations. If the regenerative braking times of two trains overlap, mark these two trains as a train pair at an adjacent station. S222. Identify the overlapping time period of the regenerative braking time of two trains entering the station at each adjacent station and establish a list of overlapping time periods between adjacent stations. S223. Based on the list of overlapping time periods between adjacent stations, adjust the regenerative braking time of at least one train in each train pair between adjacent stations to eliminate all overlapping time periods in the list of overlapping time periods between adjacent stations, and generate a second regenerative braking adjustment strategy based on the adjustment results.

[0013] Furthermore, based on the optimization objective of regenerative braking conflict in multi-station sections, the third regenerative braking adjustment strategy includes the following steps: S231. Compare the regenerative braking times of all trains entering the station within a multi-station section. If the regenerative braking times of two trains overlap, mark these two trains as a train pair in a multi-station section. S232. Identify the overlapping time periods of the regenerative braking times of the two trains entering the station in each multi-station section, and establish a list of overlapping time periods for the multi-station section. S233. Based on the list of overlapping time periods for stations in a multi-station section, adjust the regenerative braking time of at least one train in each multi-station section train pair to eliminate all overlapping time periods in the list of overlapping time periods for stations in a multi-station section, and generate a third regenerative braking adjustment strategy based on the adjustment results.

[0014] Furthermore, based on the preset mileage range regenerative braking conflict optimization target, a fourth regenerative braking adjustment strategy is formulated, and a regenerative braking adjustment strategy set is constructed according to the first, second, third, and fourth regenerative braking adjustment strategies, including the following steps: S241. Compare the regenerative braking times of all trains entering the station within the preset mileage range. If the regenerative braking times of two trains overlap, mark these two trains as a train pair within the preset mileage range. S242. Identify the overlapping time period of the regenerative braking time of two trains entering the station for each station within a preset mileage range, and establish a list of overlapping time periods for stations within the preset mileage range. S243. Based on the list of overlapping time periods of stations within a preset mileage range, adjust the regenerative braking time of at least one train in each train pair within a preset mileage range station to eliminate all overlapping time periods in the list of overlapping time periods of stations within the preset mileage range, and generate a fourth regenerative braking adjustment strategy based on the adjustment results. S244. Based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy, and the fourth regenerative braking adjustment strategy, generate a regenerative braking adjustment strategy set.

[0015] Furthermore, based on the regenerative braking adjustment strategy set, optimizing the train operation plan in the initial operation diagram and generating an energy-saving optimized operation diagram includes the following steps: S31. Based on the regenerative braking adjustment strategy set, adjust the train numbers in the initial timetable. For stations where trains enter by regenerative braking, arrange a train to pull the train out of the station, or arrange a train to pull the train out of an adjacent station. S32. Adjust the number of trains on a specified length of rail transit line in the initial operation plan to ensure that the number of trains performing traction and regenerative braking is consistent at the same time. S33. Generate an energy-saving optimized operation diagram based on the adjusted initial operation diagram.

[0016] Furthermore, all trains on the rail transit lines have regenerative braking capabilities, and the traction network voltage level of the rail transit lines is set to DC1500V or DC750V.

[0017] The beneficial effects of this invention are as follows: (1) This invention analyzes the situation of multiple trains simultaneously regenerative braking in the existing train operation diagram, optimizes and adjusts the train operation diagram, avoids two or more trains from simultaneously regenerative braking within a certain length of the rail transit line, and keeps the number of trains traction and regenerative braking at the same time consistent, so as to make full use of the train regenerative braking energy and achieve the purpose of energy saving.

[0018] (2) After adjusting the timetable using the present invention, the regenerative braking energy of the train can be completely absorbed, greatly reducing the traction energy consumption of rail transit. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic flowchart of an energy-saving method for rail transit operation diagrams according to an embodiment of the present invention; Figure 2 This is an embodiment diagram of an energy-saving method for rail transit operation diagrams according to an embodiment of the present invention. Detailed Implementation

[0021] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0022] According to an embodiment of the present invention, an energy-saving method for railway operation schedules is provided.

[0023] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figure 1 As shown, according to an embodiment of the present invention, an energy-saving method for rail transit timetables is provided, the method comprising the following steps: S1. Collect train operation data based on the initial operation plan and determine the optimization range of the rail transit line; S2. Determine the energy-saving optimization target based on the optimization scope of the rail transit line, and formulate a set of regenerative braking adjustment strategies based on the energy-saving optimization target; S3. Based on the regenerative braking adjustment strategy set, optimize the train operation strategy in the initial operation diagram and generate an energy-saving optimized operation diagram.

[0024] In one embodiment, the train operation data collected based on the initial timetable includes: Train departure time, train stop time, regenerative braking time upon entering the station, and train running time between sections.

[0025] In one embodiment, the energy-saving optimization objectives determined based on the optimization scope of the rail transit line include: Regenerative braking conflict targets for a single station, regenerative braking conflict targets for adjacent stations, regenerative braking conflict targets for multiple station sections, and regenerative braking conflict targets within a preset mileage range.

[0026] Specifically, in this embodiment, the regenerative braking conflict objective for a single station is to avoid two trains simultaneously entering and regenerating braking at any station; the regenerative braking conflict objective for adjacent stations is to avoid two or more trains simultaneously regenerating braking at any two adjacent stations (e.g., station 1 and station 2, station 2 and station 3, station 3 and station 4, ...); the regenerative braking conflict objective for a multi-station section is to avoid two or more trains simultaneously regenerating braking at any three adjacent stations (e.g., station 1 and station 2 and station 3, station 2 and station 3 and station 4, station 3 and station 4 and station 5, ...); and the regenerative braking conflict objective for a preset mileage range is to avoid two or more trains simultaneously regenerating braking within any adjacent 4km range (e.g., K1+000-K5+000, K1+100-K5+100, ...).

[0027] In one embodiment, determining the energy-saving optimization target based on the optimization range of the rail transit line, and formulating a set of regenerative braking adjustment strategies based on the energy-saving optimization target, includes the following steps: S21. Based on the regenerative braking conflict target of a single station, formulate the first regenerative braking adjustment strategy; S22. Based on the regenerative braking conflict target of adjacent stations, formulate a second regenerative braking adjustment strategy; S23. Based on the regenerative braking conflict target of multiple station sections, formulate the third regenerative braking adjustment strategy; S24. Based on the preset mileage range regenerative braking conflict target, formulate a fourth regenerative braking adjustment strategy, and construct a regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy.

[0028] In one embodiment, formulating a first regenerative braking adjustment strategy based on a single station regenerative braking conflict target includes the following steps: S211. Compare the regenerative braking times of all trains entering a single station. If the regenerative braking times of two trains overlap, mark these two trains as a single-station train pair. S212. Identify the overlapping time periods of the regenerative braking times of the two trains entering the station for each single station, and establish a list of overlapping time periods for a single station. S213. Based on the list of overlapping time periods for a single station, adjust the regenerative braking time of at least one train in each train pair at a single station to eliminate all overlapping time periods in the list of overlapping time periods for a single station, and generate a first regenerative braking adjustment strategy based on the adjustment results.

[0029] Specifically, to avoid two trains simultaneously entering the station for regenerative braking at any given station, in this embodiment, taking station 1 as an example, the regenerative braking time period for train A is 8:00:00-8:00:20, and the regenerative braking time period for train B is 8:00:10-8:00:30. The overlapping time period of regenerative braking of trains A and B simultaneously entering the station at station 1 is 8:00:10-8:00:20. The regenerative braking time period for train B (or train A) is adjusted to 8:00:21-8:00:31 to avoid the regenerative braking time period of train A, which is 8:00:00-8:00:20.

[0030] In one embodiment, formulating a second regenerative braking adjustment strategy based on the optimization objective of regenerative braking conflict between adjacent stations includes the following steps: S221. Compare the regenerative braking times of all trains entering adjacent stations. If the regenerative braking times of two trains overlap, mark these two trains as a train pair at an adjacent station. S222. Identify the overlapping time period of the regenerative braking time of two trains entering the station at each adjacent station and establish a list of overlapping time periods between adjacent stations. S223. Based on the list of overlapping time periods between adjacent stations, adjust the regenerative braking time of at least one train in each train pair between adjacent stations to eliminate all overlapping time periods in the list of overlapping time periods between adjacent stations, and generate a second regenerative braking adjustment strategy based on the adjustment results.

[0031] Specifically, to avoid two or more trains simultaneously engaging regenerative braking at any two adjacent stations (such as station 1 and station 2, station 2 and station 3, station 3 and station 4, etc.), in this embodiment, taking two adjacent stations (station 1 and station 2) as an example, at station 1, the regenerative braking time period for train A entering the station is 8:00:00-8:00:20; at station 2, the regenerative braking time period for train B entering the station is 8:00:10-8:00:30; the overlapping time period of regenerative braking of train A and train B simultaneously entering the station at stations 1 and 2 is 8:00:10-8:00:20. The regenerative braking time period for train B (or train A) entering the station is adjusted to 8:00:21-8:00:31 to avoid the regenerative braking time period of train A entering the station from 8:00:00-8:00:20.

[0032] In one embodiment, the formulation of a third regenerative braking adjustment strategy based on the multi-station section regenerative braking conflict optimization objective includes the following steps: S231. Compare the regenerative braking times of all trains entering the station within a multi-station section. If the regenerative braking times of two trains overlap, mark these two trains as a train pair in a multi-station section. S232. Identify the overlapping time periods of the regenerative braking times of the two trains entering the station in each multi-station section, and establish a list of overlapping time periods for the multi-station section. S233. Based on the list of overlapping time periods for stations in a multi-station section, adjust the regenerative braking time of at least one train in each multi-station section train pair to eliminate all overlapping time periods in the list of overlapping time periods for stations in a multi-station section, and generate a third regenerative braking adjustment strategy based on the adjustment results.

[0033] Specifically, to avoid two or more trains simultaneously engaging regenerative braking at any three adjacent stations (such as station 1, station 2, station 3, station 2, station 3, station 4, station 3, station 4, station 5, etc.), in this embodiment, taking three adjacent stations (station 1, station 2, and station 3) as an example, at station 1, the regenerative braking time period for train A entering the station is 8:00:00-8:00:20; at station 3, the regenerative braking time period for train B entering the station is 8:00:10-8:00:30; the overlapping time period of regenerative braking of train A and train B simultaneously entering the station in the section between station 1 and station 3 is 8:00:10-8:00:20. The regenerative braking time period for train B (or train A) entering the station is adjusted to 8:00:21-8:00:31 to avoid the regenerative braking time period of train A entering the station from 8:00:00-8:00:20.

[0034] In one embodiment, based on a preset mileage range regenerative braking conflict optimization objective, a fourth regenerative braking adjustment strategy is formulated, and a regenerative braking adjustment strategy set is constructed according to the first, second, third, and fourth regenerative braking adjustment strategies, including the following steps: S241. Compare the regenerative braking times of all trains entering the station within the preset mileage range. If the regenerative braking times of two trains overlap, mark these two trains as a train pair within the preset mileage range. S242. Identify the overlapping time period of the regenerative braking time of two trains entering the station for each station within a preset mileage range, and establish a list of overlapping time periods for stations within the preset mileage range. S243. Based on the list of overlapping time periods of stations within a preset mileage range, adjust the regenerative braking time of at least one train in each train pair within a preset mileage range station to eliminate all overlapping time periods in the list of overlapping time periods of stations within the preset mileage range, and generate a fourth regenerative braking adjustment strategy based on the adjustment results. S244. Based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy, and the fourth regenerative braking adjustment strategy, generate a regenerative braking adjustment strategy set.

[0035] Specifically, to avoid two or more trains simultaneously engaging regenerative braking at stations within a preset mileage range (in this embodiment, any adjacent 4km range), in the above embodiment, within the line mileage range K1+000-K5+000, the regenerative braking time period for train A entering the station is 8:00:00-8:00:20, and the regenerative braking time period for train B entering the station is 8:00:10-8:00:30. The overlapping time period of regenerative braking for trains A and B simultaneously entering the station within the line mileage range K1+000-K5+000 is 8:00:10-8:00:20. The regenerative braking time period for train B (or train A) entering the station is adjusted to 8:00:21-8:00:31 to avoid the regenerative braking time period for train A entering the station of 8:00:00-8:00:20.

[0036] In one embodiment, optimizing the train operation plan in the initial operation diagram based on the regenerative braking adjustment strategy set to generate an energy-saving optimized operation diagram includes the following steps: S31. Based on the regenerative braking adjustment strategy set, adjust the train numbers in the initial timetable. For stations where trains enter by regenerative braking, arrange a train to pull the train out of the station, or arrange a train to pull the train out of an adjacent station. Specifically, for stations where trains use regenerative braking to enter, a train is given priority to pull the train out of the station, or a train is arranged to pull the train out of an adjacent station. In this embodiment, taking station 1 as an example, the time period for train A to use regenerative braking to enter the station is 8:00:00-8:00:20, and train B is arranged to pull the train out of the station during the same period.

[0037] S32. Adjust the number of trains on a specified length of rail transit line in the initial operation plan to ensure that the number of trains performing traction and regenerative braking is consistent at the same time. Specifically, within a certain length range of the rail transit line (6km in this embodiment), the number of trains within the specified length of the rail transit line in the initial operation diagram is adjusted so that the number of trains performing traction and regenerative braking at the same time is consistent.

[0038] S33. Generate an energy-saving optimized operation diagram based on the adjusted initial operation diagram.

[0039] Specifically, based on the adjusted initial timetable, the train departure time, train stop time, and train interval travel time are adjusted to generate a new train timetable. In this embodiment, the departure time of train A at the originating station 1 is adjusted from 7:00:00 to 7:00:10; the stop time of train B at station 2 is adjusted from 30s to 25s or 40s; and the travel time of train C between station 1 and station 2 is adjusted from 1 minute and 30 seconds to 1 minute and 35 seconds.

[0040] In one embodiment, all trains in the rail transit line have regenerative braking function, and the traction network voltage level of the rail transit line is set to DC1500V or DC750V.

[0041] To facilitate understanding of the above technical solutions of the present invention, the working principle or operation method of the present invention in actual process will be described in detail below.

[0042] In practical applications, such as Figure 2 As shown in the figure, the operation schedule of the rail transit during a certain period from 7:00 to 8:00 is as follows: Station 1 has two trains simultaneously braking when entering the station from 7:25 to 8:00; Station 6 has two trains simultaneously braking when entering the station from 7:15 to 8:00; and Station 10 has two trains simultaneously braking when entering the station from 7:00 to 8:00. Since the braking time of trains entering the station generally does not exceed 20 seconds, by fine-tuning and staggering the timing of simultaneous entry and stopping, it is ensured that only one train brakes at each station at the same time. For a 6-car B-type train, the maximum braking power is only 5-6MW. Most of this power can be absorbed by the adjacent train through the through-type DC1500V or DC750V traction network, or fed back to the medium-voltage network by the inverter, greatly reducing the probability of backfeeding to the 110kV grid. At the same time, by adjusting the energy-saving operation schedule to one train braking and another train starting, the regenerative braking energy is completely absorbed by the adjacent train, resulting in complete energy saving. The energy feedback device does not need to be activated, and there is no backfeeding.

[0043] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for energy-saving timetables in rail transit, characterized in that, The energy-saving method for rail transit timetables includes the following steps: S1. Collect train operation data based on the initial operation plan and determine the optimization range of the rail transit line; S2. Determine the energy-saving optimization target based on the optimization range of the rail transit line, and formulate a set of regenerative braking adjustment strategies based on the energy-saving optimization target. The energy-saving optimization target includes: regenerative braking conflict target for a single station, regenerative braking conflict target for adjacent stations, regenerative braking conflict target for multiple station sections, and regenerative braking conflict target within a preset mileage range. S3. Based on the regenerative braking adjustment strategy set, optimize the train operation plan in the initial operation diagram and generate an energy-saving optimized operation diagram; S2 includes the following steps: S21. Based on the regenerative braking conflict target of a single station, formulate the first regenerative braking adjustment strategy; S22. Based on the regenerative braking conflict target of adjacent stations, formulate a second regenerative braking adjustment strategy; S23. Based on the regenerative braking conflict target of multiple station sections, formulate the third regenerative braking adjustment strategy; S24. Based on the preset mileage range regenerative braking conflict target, formulate a fourth regenerative braking adjustment strategy, and construct a regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy. In the first to fourth regenerative braking adjustment strategies, the regenerative braking times of all trains entering the station are compared within a single station, adjacent stations, multiple station sections, or stations within a preset mileage range. If the regenerative braking times of two trains overlap, these two trains are marked as a train pair. The overlapping time periods of the regenerative braking times of the two trains in each train pair are identified, and a list of overlapping time periods is established. Based on the list of overlapping time periods, the regenerative braking time of at least one train in each train pair is adjusted to eliminate all overlapping time periods in the list of overlapping time periods, and a regenerative braking adjustment strategy is generated based on the adjustment results.

2. The energy-saving method for rail transit timetables according to claim 1, characterized in that, The train operation data collected based on the initial operating schedule includes: Train departure time, train stop time, regenerative braking time upon entering the station, and train running time between sections.

3. The energy-saving method for rail transit timetables according to claim 1, characterized in that, The formulation of the first regenerative braking adjustment strategy based on a single station regenerative braking conflict target includes the following steps: S211. Compare the regenerative braking times of all trains entering a single station. If the regenerative braking times of two trains overlap, mark these two trains as a single-station train pair. S212. Identify the overlapping time periods of the regenerative braking times of the two trains entering the station for each single station, and establish a list of overlapping time periods for a single station. S213. Based on the list of overlapping time periods for a single station, adjust the regenerative braking time of at least one train in each train pair at a single station to eliminate all overlapping time periods in the list of overlapping time periods for a single station, and generate a first regenerative braking adjustment strategy based on the adjustment results.

4. The energy-saving method for rail transit timetables according to claim 1, characterized in that, The second regenerative braking adjustment strategy, based on the optimization objective of regenerative braking conflict between adjacent stations, includes the following steps: S221. Compare the regenerative braking times of all trains entering adjacent stations. If the regenerative braking times of two trains overlap, mark these two trains as a train pair at an adjacent station. S222. Identify the overlapping time period of the regenerative braking time of two trains entering the station at each adjacent station and establish a list of overlapping time periods between adjacent stations. S223. Based on the list of overlapping time periods between adjacent stations, adjust the regenerative braking time of at least one train in each train pair between adjacent stations to eliminate all overlapping time periods in the list of overlapping time periods between adjacent stations, and generate a second regenerative braking adjustment strategy based on the adjustment results.

5. The energy-saving method for rail transit timetables according to claim 1, characterized in that, The third regenerative braking adjustment strategy, based on the optimization objective of regenerative braking conflict in multiple station sections, includes the following steps: S231. Compare the regenerative braking times of all trains entering the station within a multi-station section. If the regenerative braking times of two trains overlap, mark these two trains as a train pair in a multi-station section. S232. Identify the overlapping time periods of the regenerative braking times of the two trains entering the station in each multi-station section, and establish a list of overlapping time periods for the multi-station section. S233. Based on the list of overlapping time periods for stations in a multi-station section, adjust the regenerative braking time of at least one train in each multi-station section train pair to eliminate all overlapping time periods in the list of overlapping time periods for stations in a multi-station section, and generate a third regenerative braking adjustment strategy based on the adjustment results.

6. The energy-saving method for rail transit timetables according to claim 1, characterized in that, The process of formulating a fourth regenerative braking adjustment strategy based on a preset mileage range regenerative braking conflict optimization objective, and constructing a regenerative braking adjustment strategy set based on the first, second, third, and fourth regenerative braking adjustment strategies, includes the following steps: S241. Compare the regenerative braking times of all trains entering the station within the preset mileage range. If the regenerative braking times of two trains overlap, mark these two trains as a train pair within the preset mileage range. S242. Identify the overlapping time period of the regenerative braking time of two trains entering the station for each station within a preset mileage range, and establish a list of overlapping time periods for stations within the preset mileage range. S243. Based on the list of overlapping time periods of stations within a preset mileage range, adjust the regenerative braking time of at least one train in each train pair within a preset mileage range station to eliminate all overlapping time periods in the list of overlapping time periods of stations within the preset mileage range, and generate a fourth regenerative braking adjustment strategy based on the adjustment results. S244. Based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy, and the fourth regenerative braking adjustment strategy, generate a regenerative braking adjustment strategy set.

7. The energy-saving method for rail transit timetables according to claim 1, characterized in that, The process of optimizing train operation plans in the initial timetable based on the regenerative braking adjustment strategy set and generating an energy-saving optimized timetable includes the following steps: S31. Based on the regenerative braking adjustment strategy set, adjust the train numbers in the initial timetable. For stations where trains enter by regenerative braking, arrange a train to pull the train out of the station, or arrange a train to pull the train out of an adjacent station. S32. Adjust the number of trains on a specified length of rail transit line in the initial operation plan to ensure that the number of trains performing traction and regenerative braking is consistent at the same time. S33. Generate an energy-saving optimized operation diagram based on the adjusted initial operation diagram.

8. The energy-saving method for rail transit timetables according to claim 1, characterized in that, All trains on the rail transit line have regenerative braking function, and the traction network voltage level of the rail transit line is set to DC1500V or DC750V.

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