Energy-saving control method, device, medium and rail vehicle for train

Abstract

The present invention discloses a train energy-saving control method, device, medium and rail vehicle, which are applicable to the field of train energy-saving control technology. It includes: obtaining the current speed value of the train and the corresponding total traction force value; determining the corresponding traction strategy according to the current speed value or the total traction force value and the corresponding preset conditions; and controlling the train energy-saving according to the corresponding traction strategy. The method determines the corresponding traction strategy by the relationship between the current speed value and the total traction force value of the train and the corresponding preset conditions. On the basis of not changing the hardware, it realizes energy saving under constant speed control conditions based on the parameters of the train control system, avoids the problems of increased labor costs and other resource occupation caused by existing energy-saving strategies from the operation aspect, reduces the energy consumption of the train, and improves the train operation efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of train energy-saving control, and in particular to a train energy-saving control method, device, medium and rail vehicle. Background Art

[0002] As the operating speed of rail transit trains becomes higher and higher, the operating environment of the trains is relatively complex. In order to ensure the optimized energy structure of rail transit and environmental protection, corresponding energy consumption indicators are set for the energy consumption of corresponding vehicles.

[0003] At present, domestic rail transit vehicle bids all have energy consumption indicators. Energy consumption is caused by many factors, including the vehicle's main control system, auxiliary power system, vehicle's own weight and formation, line conditions, traffic density, etc. In order to save energy, the existing strategy is to consider the operation of rail transit vehicles, which undoubtedly increases the scheduling of labor costs and the occupation of other resources, resulting in a low effect in saving energy.

[0004] Therefore, it is urgent for those skilled in the art to seek an energy-saving control method for trains. Summary of the Invention

[0005] The purpose of the present invention is to provide a train energy-saving control method, device, medium and rail vehicle, so as to reduce the energy consumption of the train and improve the train operation efficiency.

[0006] To solve the above technical problems, the present invention provides an energy-saving control method for a train, comprising:

[0007] Get the current speed value of the train and the corresponding total traction value;

[0008] Determine the corresponding traction strategy according to the current speed value or the total traction force value and the corresponding preset conditions;

[0009] Energy-saving control of the train is carried out according to the corresponding traction strategy.

[0010] Preferably, the preset condition is that the current speed value is within a threshold range of the train, wherein the speed value within the threshold range is a critical speed of the target speed value of the train. The corresponding traction strategy is determined according to the relationship between the current speed value and the preset condition, including:

[0011] Determine whether the current speed value is within the threshold range;

[0012] If so, a corresponding deceleration strategy is implemented for the current speed value according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train;

[0013] Determine whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state;

[0014] If it is lower, the current speed value is accelerated according to the acceleration strategy of the inertia state to obtain the accelerated current speed value, and the process returns to the step of determining whether the current speed value is within the threshold range;

[0015] If not, the current deceleration strategy is maintained to decelerate, and the process returns to the step of determining whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state.

[0016] Preferably, the deceleration strategy in the inertial state is a deceleration strategy when the working state of the traction motor of the train is in the off state, and the acceleration strategy in the inertial state is an acceleration strategy when the working state of the traction motor of the train is in the normal working state.

[0017] Preferably, the deceleration strategy corresponding to the current speed value is implemented according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train, including:

[0018] Correspondingly, the threshold range is divided into a critical upper limit value range and a critical lower limit value range of the target speed value based on the target speed value;

[0019] When the current speed value is within the critical upper limit range, deceleration is performed by the first step length value based on the current speed value to obtain the current speed value after deceleration;

[0020] When the current speed value is within the critical lower limit range, deceleration by a second step value is performed on the basis of the current speed value to obtain the decelerated current speed value, wherein the step size of the first step size is greater than the step size of the second step size.

[0021] Preferably, if the current speed value exceeds a speed value within a threshold range, the method further comprises:

[0022] Enable the forced deceleration strategy for trains;

[0023] The third step value is decelerated based on the current speed value until the current speed value after deceleration is within the threshold range, wherein the step size of the third step value is greater than the step size of the first step value.

[0024] Preferably, the train includes at least one motor vehicle carriage, and the preset condition is that when the total traction force value is greater than the current traction force value, the current traction force value is the traction force value of the single motor vehicle carriage for the first time, and the corresponding traction strategy is determined according to the relationship between the total traction force value and the preset condition, including:

[0025] Determine whether the total traction force value is greater than the current traction force value;

[0026] If it is greater, then apply to add a train car based on the motor car corresponding to the current traction force value to determine the current traction force value after the increase, and return to the step of determining whether the total traction force value is greater than the current traction force value;

[0027] If it is less than or equal to, the traction motor in the EMU carriage corresponding to the current traction force value will perform traction work.

[0028] In order to solve the above technical problems, the present invention further provides an energy-saving control device for a train, comprising:

[0029] The acquisition module is used to obtain the current speed value of the train and the corresponding total traction force value;

[0030] A determination module, configured to determine a corresponding traction strategy according to the current speed value or the total traction force value and respective corresponding preset conditions;

[0031] The control module is used to perform energy-saving control on the train according to the corresponding traction strategy.

[0032] In order to solve the above technical problems, the present invention further provides an energy-saving control device for a train, comprising:

[0033] memory for storing computer programs;

[0034] A processor is used to implement the steps of the above-mentioned energy-saving control method for a train when executing a computer program.

[0035] In order to solve the above technical problems, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the energy-saving control method for the train as described above are implemented.

[0036] In order to solve the above technical problems, the present invention also provides a rail vehicle, including the above energy-saving control device for the train.

[0037] The present invention provides a train energy-saving control method, comprising: obtaining the current speed value of the train and the corresponding total tractive force value; determining a corresponding traction strategy based on the relationship between the current speed value or the total tractive force value and respective corresponding preset conditions; and controlling the train energy-saving according to the corresponding traction strategy. This method determines a corresponding traction strategy based on the relationship between the current speed value and the total tractive force value of the train and respective corresponding preset conditions. Without changing the hardware, this method achieves energy conservation under constant speed control conditions based on the parameters of the train control system, avoiding the increased labor costs and other resource usage associated with existing energy-saving strategies from an operational perspective, thereby reducing the train's energy consumption and improving its operational efficiency.

[0038] In addition, the present invention also provides an energy-saving control device, a medium and a rail vehicle for a train, which have the same beneficial effects as the above-mentioned energy-saving control method for the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0040] Figure 1 A flow chart of a train energy-saving control method provided by an embodiment of the present invention;

[0041] Figure 2 A structural diagram of an energy-saving control device for a train provided by an embodiment of the present invention;

[0042] Figure 3 A structural diagram of another energy-saving control device for a train provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part 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 any creative efforts shall fall within the scope of protection of the present invention.

[0044] The core of the present invention is to provide a train energy-saving control method, device, medium and rail vehicle to reduce the energy consumption of the train and improve the train operation efficiency.

[0045] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0046] It should be noted that when the vehicle is running, the traction system has different percentage efficiencies in different speed ranges and at different motor powers. Therefore, in order to save vehicle energy consumption, the vehicle needs to operate in a higher efficiency range as much as possible.

[0047] In current traction systems, asynchronous traction motors are relatively efficient at full power, but less efficient at low power. Generally speaking, the efficiency range spans 60%-95%. During constant vehicle speed operation, the asynchronous traction motor's power output will not be 100% full, resulting in losses. Motor efficiency = output power / input power. Higher efficiency reduces losses, resulting in energy savings. Furthermore, there is a relationship between motor speed, torque, and efficiency. For constant speed, the greater the torque span, the greater the difference in efficiency. For constant torque, the greater the speed, the greater the difference in efficiency, and the lower the speed, the greater the difference in efficiency.

[0048] Figure 1 A flow chart of a train energy-saving control method provided by an embodiment of the present invention is shown in FIG. Figure 1 As shown, the method includes:

[0049] S11: Obtain the current speed value of the train and the corresponding total traction force value;

[0050] S12: Determine a corresponding traction strategy according to the current speed value or the total traction force value and the corresponding preset conditions;

[0051] S13: Perform energy-saving control on the train according to the corresponding traction strategy.

[0052] Obtain the current train speed and the corresponding total applied traction force. The force acts in the same direction as the vehicle's motion, and its magnitude depends on the prime mover's power and the vehicle's speed. Practical locomotive traction can be categorized into several types based on the force transmission process. The tangential external force generated by the force acting on the circumference of the driving wheel is called wheel traction. Coupler traction (or hook traction) refers to the locomotive's traction force used to pull the train, which is equal to wheel traction minus the locomotive's total operating resistance.

[0053] The calculation of traction is particularly common in railway locomotives and is a key performance indicator. Practical locomotive traction can be categorized into several types based on the force transmission process. The tangential external force generated by the force acting on the circumference of the driving wheel is called wheel traction. Coupler traction (or hook traction) refers to the traction used by the locomotive to pull the train and is equal to the wheel traction minus the total operating resistance of the locomotive. Depending on the vehicle's operating state, traction can be further categorized as starting traction, continuous traction, and maximum traction. Starting traction refers to the traction a vehicle can generate when starting from a standstill, limited by adhesion. Maximum traction refers to the maximum traction a vehicle can generate without causing mechanical damage to itself, and its value is typically the same as starting traction. In this embodiment, there is no restriction on the type of traction and it can be designed based on actual conditions.

[0054] Because there are numerous energy-saving control methods, each method uses different evaluation criteria. The current speed value or total tractive force value serves as a different evaluation criterion, resulting in different corresponding traction strategies. The content of the preset conditions satisfied varies depending on the two parameter values. When the current speed value meets the preset conditions, the corresponding traction strategy is determined based on the relationship between the current speed value and the preset conditions; when the total tractive force value meets the preset conditions, the corresponding traction strategy is determined based on the relationship between the total tractive force value and the preset conditions. Energy-saving control of the train is implemented based on different traction strategies.

[0055] It should be noted that in this embodiment, the two parameters meet different preset conditions. When the current speed value and the total traction force value meet a preset condition, the corresponding traction strategy can be determined based on the relationship between the two and the preset condition according to actual conditions.

[0056] An embodiment of the present invention provides a train energy-saving control method, comprising: obtaining a current train speed value and a corresponding total tractive force value; determining a corresponding traction strategy based on the current speed value or total tractive force value and corresponding preset conditions; and controlling the train energy-saving according to the corresponding traction strategy. This method determines a corresponding traction strategy based on the relationship between the current train speed value and the total tractive force value and corresponding preset conditions. Without changing the hardware, this method achieves energy conservation under constant speed control conditions based on the parameters of the train control system, avoiding the increased labor costs and other resource usage associated with existing energy-saving strategies from an operational perspective, thereby reducing train energy consumption and improving train operating efficiency.

[0057] Based on the above embodiment, as a method of determining a traction strategy, a preset condition is that the current speed value is within a threshold range of the train, where the speed value within the threshold range is a critical speed of the train's target speed value. The corresponding traction strategy is determined based on the relationship between the current speed value and the preset condition, including:

[0058] Determine whether the current speed value is within the threshold range;

[0059] If so, a corresponding deceleration strategy is implemented for the current speed value according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train;

[0060] Determine whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state;

[0061] If it is lower, the current speed value is accelerated according to the acceleration strategy of the inertia state to obtain the accelerated current speed value, and the process returns to the step of determining whether the current speed value is within the threshold range;

[0062] If not, the current deceleration strategy is maintained to decelerate, and the process returns to the step of determining whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state.

[0063] Specifically, a determination is made as to whether the train's current speed falls within a threshold range. If so, the current speed is determined to be close to the target speed. For train safety reasons, the target speed is the maximum permitted speed for the train. The threshold range is defined by speed values ​​near the target speed. For example, if the target speed is 350 km / h, the threshold range [349, 351] indicates that the train needs to reduce its speed if the current speed falls within this range.

[0064] For the threshold range, [349, 350] is the lower limit of the target speed value, and [350, 351] is the upper limit of the target speed value. Therefore, the deceleration strategy for the inertia state corresponding to the different limit critical ranges corresponding to the current speed value is different.

[0065] As a preferred embodiment, a deceleration strategy corresponding to the current speed value is implemented according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train, including:

[0066] Correspondingly, the threshold range is divided into a critical upper limit value range and a critical lower limit value range of the target speed value based on the target speed value;

[0067] When the current speed value is within the critical upper limit range, deceleration is performed by the first step length value based on the current speed value to obtain the current speed value after deceleration;

[0068] When the current speed value is within the critical lower limit range, deceleration by a second step value is performed on the basis of the current speed value to obtain the decelerated current speed value, wherein the step size of the first step size is greater than the step size of the second step size.

[0069] Correspondingly, the aforementioned inertial deceleration strategy reduces the step size by different values ​​depending on the limit range. When the current speed exceeds the target speed, the step size is reduced by a larger value than when the current speed does not exceed the target speed. It should be noted that the first step size can represent a single unit step size or multiple units of step size, and this is not limited to this.

[0070] The train's inertia state occurs when the train is operating without external forces, and calculations typically only consider basic resistance. This means the deceleration strategy for the inertia state is a deceleration strategy when the train's traction motor is off, or in standby mode. The acceleration strategy for the inertia state is an acceleration strategy when the train's traction motor is operating normally.

[0071] After obtaining the current speed value after deceleration, check whether the current speed value after deceleration is lower than the inertia critical speed value. If it is lower, acceleration is required. At this time, acceleration requires the traction force generated by the traction motor to reach the high efficiency zone through acceleration. The power (P) calculation formula is used. , traction (f) and speed (v) are increasing, its power is larger, and the energy consumption calculation formula is , energy consumption (w) is high, and T is time. During deceleration, its traction is zero, and energy consumption decreases, alternating indirectly, with traction at high efficiency during acceleration and zero during deceleration. If it is not lower than, deceleration continues until it reaches the inertia critical speed value.

[0072] Cyclic control enables the vehicle to exert 100% traction and work in the high-efficiency zone for a long time. If it runs at a constant speed at the target speed continuously, the traction system power utilization percentage is low and the operation is in the low-efficiency zone.

[0073] The traction strategy provided by the embodiment of the present invention, which accelerates the traction force to the full level through inertia, places the traction force working process in a high-efficiency zone, thereby reducing energy consumption.

[0074] Based on the above embodiment, if the current speed value exceeds the speed value within the threshold range, the method further includes:

[0075] Enable the forced deceleration strategy for trains;

[0076] The third step value is decelerated based on the current speed value until the current speed value after deceleration is within the threshold range, wherein the step size of the third step value is greater than the step size of the first step value.

[0077] Specifically, if the train is seriously overspeeding, it is necessary to forcibly activate the train's deceleration strategy, and the third step length of its deceleration is greater than the first step length, so that the current speed value after deceleration is within the threshold range, and then decelerate with the first step length value according to the above deceleration strategy.

[0078] As another embodiment, the speed can be directly reduced to the inertia critical speed value by using the third step value, which is set according to actual conditions and is not limited here.

[0079] According to an embodiment of the present invention, if the current speed value exceeds the speed value within the threshold range, a forced deceleration strategy of the train is activated; deceleration is performed by a third step value on the basis of the current speed value until the current speed value after deceleration is within the threshold range, wherein the step size of the third step size is larger than the step size of the first step size, thereby improving the driving safety of the train.

[0080] Based on the above embodiment, as another traction force strategy, the train includes at least one motor car, and the preset condition is that when the total traction force value is greater than the current traction force value, the current traction force value is the traction force value of a single motor car for the first time. The corresponding traction strategy is determined according to the relationship between the total traction force value and the preset condition, including:

[0081] Determine whether the total traction force value is greater than the current traction force value;

[0082] If it is greater, then apply to add a train car based on the motor car corresponding to the current traction force value to determine the current traction force value after the increase, and return to the step of determining whether the total traction force value is greater than the current traction force value;

[0083] If it is less than or equal to, the traction motor in the EMU carriage corresponding to the current traction force value will perform traction work.

[0084] Specifically, when the vehicle is operating at the target speed V', it needs to continuously calculate the required traction and braking force when controlling the speed. When applying traction or braking force, the application is made on a per-vehicle basis. If the traction provided by a single vehicle is insufficient, another EMU is requested. For example, if the total traction envelope of the entire train is 200kN, there are four EMUs, and the traction force that a single vehicle can exert is 50kN. If the required traction is 126kN, EMU 1 is requested to exert 50kN, EMU 2 to exert 50kN, EMU 3 to exert 26kN, and EMU 4 to not exert any traction. This allows the traction motors of EMUs 1 and 2 to operate in the high-efficiency zone, rather than applying 126 / 4 = 31.5kN to each EMU (the percentage of power exerted is only 63%), which results in low motor efficiency.

[0085] The embodiment of the present invention provides a method of applying for full-level traction force step by step according to the number of motor vehicles, so that the traction force working process is in a high-efficiency zone, thereby reducing energy consumption.

[0086] The above describes in detail various embodiments corresponding to the energy-saving control method for a train. On this basis, the present invention also discloses an energy-saving control device for a train corresponding to the above method. Figure 2This is a structural diagram of an energy-saving control device for a train provided by an embodiment of the present invention. Figure 2 As shown, the energy-saving control device of the train includes:

[0087] An acquisition module 11 is used to obtain the current speed value of the train and the corresponding total traction force value;

[0088] A determination module 12 is configured to determine a corresponding traction strategy according to the current speed value or the total traction force value and respective corresponding preset conditions;

[0089] The control module 13 is used to perform energy-saving control on the train according to the corresponding traction strategy.

[0090] Since the embodiments of the device part correspond to the above embodiments, the embodiments of the device part please refer to the description of the embodiments of the method part, and will not be repeated here.

[0091] For an introduction to the energy-saving control device for a train provided by the present invention, please refer to the above-mentioned method embodiment, and the present invention will not be repeated here. It has the same beneficial effects as the above-mentioned energy-saving control method for the train.

[0092] Figure 3 A structural diagram of another energy-saving control device for a train provided by an embodiment of the present invention, such as Figure 3 As shown, the device includes:

[0093] Memory 21, for storing computer programs;

[0094] The processor 22 is configured to implement the steps of the train energy-saving control method when executing a computer program.

[0095] The energy-saving control device for a train provided in this embodiment may include, but is not limited to, a tablet computer, a laptop computer, or a desktop computer.

[0096] The processor 22 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 22 may be implemented in at least one of the following hardware forms: a digital signal processor (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor 22 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 22 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content required to be displayed on the display screen. In some embodiments, the processor 22 may also include an artificial intelligence (AI) processor, which is responsible for processing computing operations related to machine learning.

[0097] The memory 21 may include one or more computer-readable storage media, which may be non-transitory. The memory 21 may also include high-speed random access memory, and non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 21 is at least used to store the following computer program 211, wherein, after the computer program is loaded and executed by the processor 22, it can implement the relevant steps of the energy-saving control method of the train disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 21 may also include an operating system 212 and data 213, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 212 may include Windows, Unix, Linux, etc. The data 213 may include but is not limited to data related to the energy-saving control method of the train, etc.

[0098] In some embodiments, the energy-saving control device of the train may further include a display screen 23 , an input / output interface 24 , a communication interface 25 , a power supply 26 , and a communication bus 27 .

[0099] Those skilled in the art will understand that Figure 3 The structure shown in the figure does not constitute a limitation on the energy-saving control device for a train, and may include more or fewer components than shown in the figure.

[0100] The processor 22 implements the energy-saving control method for a train provided by any of the above embodiments by calling the instructions stored in the memory 21 .

[0101] For an introduction to the energy-saving control device for a train provided by the present invention, please refer to the above-mentioned method embodiment, and the present invention will not be repeated here. It has the same beneficial effects as the above-mentioned energy-saving control method for the train.

[0102] Furthermore, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by the processor 22, the steps of the energy-saving control method for the train as described above are implemented.

[0103] It is understood that if the methods in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in each embodiment of the present invention. The aforementioned storage media include various media that can store program code, such as USB flash drives, mobile hard drives, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical disks.

[0104] For an introduction to a computer-readable storage medium provided by the present invention, please refer to the above method embodiment, and the present invention will not go into details here. It has the same beneficial effects as the above train energy-saving control method.

[0105] In addition, the present application provides a rail vehicle, including the above-mentioned energy-saving control device for the train. For an introduction to the rail vehicle provided by the present invention, please refer to the above-mentioned method embodiment. The present invention will not be repeated here. It has the same beneficial effects as the above-mentioned energy-saving control method for the train.

[0106] The above is a detailed introduction to the energy-saving control method for a train, the energy-saving control device for a train, the medium and the rail vehicle provided by the present invention. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the present invention, the present invention can also be improved and modified in several ways, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

[0107] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A train energy-saving control method, characterized in that: include: Get the current speed value of the train and the corresponding total traction value; Determining a corresponding traction strategy according to the current speed value or the total traction force value and respective corresponding preset conditions; Performing energy-saving control on the train according to the corresponding traction strategy; Correspondingly, the preset condition is that the current speed value is within a threshold range of the train, wherein the speed value within the threshold range is a critical speed of the target speed value of the train. Determining a corresponding traction strategy based on the relationship between the current speed value and the preset condition includes: Determining whether the current speed value is within the threshold range; If yes, performing a corresponding deceleration strategy on the current speed value according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train; determining whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state; If it is lower, accelerating the current speed value according to the acceleration strategy of the inertia state to obtain the accelerated current speed value, and returning to the step of determining whether the current speed value is within the threshold range; If not, maintain the current deceleration strategy to decelerate, and return to the step of determining whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state; Correspondingly, the deceleration strategy in the inertial state is a deceleration strategy when the working state of the traction motor of the train is in the off state, and the acceleration strategy in the inertial state is an acceleration strategy when the working state of the traction motor of the train is in the normal working state; Correspondingly, the deceleration strategy for the current speed value according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train includes: Correspondingly, the threshold range is divided into a critical upper limit value range and a critical lower limit value range of the target speed value based on the target speed value; When the current speed value is within the critical upper limit range, performing a first step deceleration based on the current speed value to obtain the current speed value after deceleration; When the current speed value is within the critical lower limit range, deceleration by a second step value is performed on the basis of the current speed value to obtain the decelerated current speed value, wherein the step size of the first step size is greater than the step size of the second step size.

2. The energy-saving control method for a train according to claim 1, characterized in that: If the current speed value exceeds the speed value within the threshold range, the method further includes: Activating a forced deceleration strategy for the train; Based on the current speed value, deceleration is performed by a third step value until the current speed value after deceleration is within the threshold range, wherein the step size of the third step size is greater than the step size of the first step size.

3. The energy-saving control method for a train according to claim 1, characterized in that: The train includes at least one motor vehicle train, the preset condition is that when the total traction force value is greater than the current traction force value, the current traction force value is the traction force value of a single motor vehicle train for the first time, and a corresponding traction strategy is determined according to a relationship between the total traction force value and the preset condition, including: determining whether the total traction force value is greater than the current traction force value; If it is greater than, applying to add a train car based on the motor car corresponding to the current traction force value to determine the increased current traction force value, and returning to the step of determining whether the total traction force value is greater than the current traction force value; If it is less than or equal to, the traction motor in the motor vehicle compartment corresponding to the current traction force value performs traction work.

4. A train energy-saving control device, characterized in that: include: The acquisition module is used to obtain the current speed value of the train and the corresponding total traction force value; a determination module, configured to determine a corresponding traction strategy according to the current speed value or the total traction force value and respective corresponding preset conditions; A control module, configured to perform energy-saving control on the train according to the corresponding traction strategy; Correspondingly, the preset condition is that the current speed value is within a threshold range of the train, wherein the speed value within the threshold range is a critical speed of the target speed value of the train. Determining a corresponding traction strategy based on the relationship between the current speed value and the preset condition includes: Determining whether the current speed value is within the threshold range; If yes, performing a corresponding deceleration strategy on the current speed value according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train; determining whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state; If it is lower, accelerating the current speed value according to the acceleration strategy of the inertia state to obtain the accelerated current speed value, and returning to the step of determining whether the current speed value is within the threshold range; If not, maintain the current deceleration strategy to decelerate, and return to the step of determining whether the current speed value after deceleration is lower than the inertia critical speed value in the inertia state; Correspondingly, the deceleration strategy in the inertial state is a deceleration strategy when the working state of the traction motor of the train is in the off state, and the acceleration strategy in the inertial state is an acceleration strategy when the working state of the traction motor of the train is in the normal working state; Correspondingly, the deceleration strategy for the current speed value according to the critical limit range corresponding to the current speed value and the target speed value and the deceleration strategy of the inertia state of the train includes: Correspondingly, the threshold range is divided into a critical upper limit value range and a critical lower limit value range of the target speed value based on the target speed value; When the current speed value is within the critical upper limit range, performing a first step deceleration based on the current speed value to obtain the current speed value after deceleration; When the current speed value is within the critical lower limit range, deceleration by a second step value is performed on the basis of the current speed value to obtain the decelerated current speed value, wherein the step size of the first step size is greater than the step size of the second step size.

5. A train energy-saving control device, characterized in that: include: Memory for storing computer programs; A processor is configured to implement the steps of the energy-saving control method for a train as described in any one of claims 1 to 3 when executing the computer program.

6. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the energy-saving control method for a train as described in any one of claims 1 to 3.

7. A rail vehicle, characterized in that: Including the energy-saving control device for a train as described in claim 5.

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