Energy control method and device for multiple power system of rescue locomotive

Abstract

The application provides an energy control method and device for a multi-power system of a rescue locomotive, the method comprising: calculating and determining estimated rescue energy consumption of the rescue locomotive in a non-electric section based on locomotive operation data and a line length of the non-electric section; controlling charging power for charging a power battery of the rescue locomotive and output power of a diesel engine of the rescue locomotive based on the estimated rescue energy consumption; and dividing the non-electric section based on a position of a phase separation section. The method provided by the application divides the non-electric section based on the position of the phase separation section and automatically estimates energy consumption of the non-electric section, so as to control charging power of a catenary and output power of the diesel engine based on the estimated rescue energy consumption, effectively avoiding worries about insufficient energy reserves during rescue operation, avoiding rescue arrival time delay caused by standby charging of the rescue locomotive, and realizing safe rescue operation of multi-tunnel groups and power lines quickly and with reduced pollutants.

Description

Technical Field

[0001] This invention relates to the field of locomotive control technology, and in particular to an energy control method and device for a multi-power system of a rescue locomotive. Background Technology

[0002] Currently, high-altitude railways with numerous tunnel clusters and steep gradients, such as the Qinghai-Tibet Railway and the Sichuan-Tibet Railway, have individual tunnels that are tens of kilometers long and closely spaced. When a train experiences an emergency within a tunnel and requires rescue, the traction distance using onboard batteries is limited. Furthermore, in extreme situations where the rescue section falls within a phase-changing power outage zone, relying solely on onboard batteries is insufficient for rescue operations in long tunnel clusters. Additionally, tunnel ventilation designs often fail to account for diesel locomotives, and prolonged use of diesel engines for rescue traction within tunnels would threaten the safety of drivers, crew, and passengers.

[0003] Therefore, how to configure and manage the energy of multiple power systems under long tunnel groups to ensure the safe completion of rescue operations for multiple tunnel groups and power lines under extreme conditions is an urgent problem to be solved. Summary of the Invention

[0004] This invention provides an energy control method and device for the multi-power system of a rescue locomotive, which addresses the shortcomings of existing technologies in safely completing rescue operations involving multiple tunnel groups and power lines under extreme conditions.

[0005] This invention provides an energy control method for a multi-power system of a rescue locomotive, comprising: The estimated rescue energy consumption of the rescue locomotive in the power-deprived section is determined by calculating the locomotive's operating data and the line length in the power-deprived section. Based on the estimated rescue energy consumption, the charging power of the overhead contact line in the energized section for charging the power battery of the rescue locomotive is controlled, as well as the output power of the diesel engine of the rescue locomotive is controlled. The power-free zone is defined based on the location of the phase separation zone.

[0006] According to the present invention, an energy control method for a multi-power system of a rescue locomotive, comprising controlling the charging power of the contact network in the energized section to charge the power battery of the rescue locomotive based on the estimated rescue energy consumption, and controlling the output power of the diesel engine of the rescue locomotive, including: Based on the estimated rescue energy consumption and the standby energy consumption of the rescue locomotive at the rescue point, the estimated energy consumption of the rescue locomotive in the power-off section is determined; Based on the estimated energy consumption of the powerless section and the current remaining power of the power battery, the charging power of the contact network in the energized section and the output power of the diesel engine are controlled.

[0007] According to the present invention, an energy control method for a multi-power system of a rescue locomotive is provided, wherein the locomotive operating data includes at least the locomotive initial operating speed, the locomotive operating resistance, and the locomotive operating traction force; The calculation based on the locomotive's operating data and the line length in the power-deprived section determines the estimated rescue energy consumption of the locomotive in the power-deprived section, including: The section operating speed of the rescue locomotive is calculated based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the section without power. The rescue power is calculated based on the operating speed in the specified section and the preset speed limit; Based on the rescue power, the estimated rescue energy consumption is calculated.

[0008] According to the present invention, an energy control method for a multi-power system of a rescue locomotive, wherein the calculation of the section operating speed of the rescue locomotive based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the de-energized section includes: The de-energized area is divided into segments to obtain multiple de-energized segments; The operating speed of the rescue locomotive in each power-deprived section is calculated based on the initial operating speed of the previous power-deprived section, the locomotive's operating resistance, the locomotive's operating traction force, and the line length of the current power-deprived section.

[0009] According to the present invention, an energy control method for a multi-power system of a rescue locomotive, wherein the rescue power is calculated based on the section operating speed and a preset speed limit, includes: Compare the operating speed in the specified section with the preset speed limit; When the operating speed in the section is less than the preset speed limit, the non-electric traction power is calculated based on the operating speed in the section and the locomotive's operating traction force. When the operating speed in the section is greater than the preset speed limit, the braking charging power is calculated based on the operating speed in the section and the locomotive running resistance. The rescue power is obtained based on the non-electric traction power and the braking charging power.

[0010] According to the present invention, an energy control method for a multi-power system of a rescue vehicle, wherein calculating the estimated rescue energy consumption based on the rescue power includes: The power consumption of traction without electricity and the power consumption of charging in each power-depleted section are aggregated respectively to calculate the power consumption of traction without electricity and the power consumption of braking and charging. The estimated rescue energy consumption is obtained based on the energy consumption of the non-electric traction and the energy consumption of the braking and charging.

[0011] The present invention also provides an energy control device for a multi-power system of a rescue locomotive, comprising: The estimation unit calculates the estimated rescue energy consumption of the rescue locomotive in the power-deprived section based on the locomotive's operating data and the line length of the section without power. The control unit, based on the estimated rescue energy consumption, controls the charging power of the overhead contact line in the energized section to charge the power battery of the rescue locomotive, and controls the output power of the diesel engine of the rescue locomotive. The power-free zone is defined based on the location of the phase separation zone.

[0012] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the energy control method of the multi-power system of the rescue vehicle as described above.

[0013] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the energy control method for the multi-power system of the rescue vehicle as described above.

[0014] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements an energy control method for a multi-power system of a rescue vehicle as described above.

[0015] The energy control method and device for the multi-power system of the rescue locomotive provided by this invention divides the area into power-deprived zones based on the location of the phase separation zone, and automatically estimates the energy consumption of the power-deprived zones to calculate the estimated rescue energy consumption. Based on the estimated rescue energy consumption, the charging power of the contact network in the energized zone and the output power of the diesel engine are adjusted. This effectively avoids concerns about insufficient energy reserves during rescue operations and also avoids the problem of delayed rescue arrival time caused by the rescue locomotive being in standby charging. It enables rapid and pollutant-reducing safe rescue operations in multiple tunnel groups and power lines. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1This is a flowchart illustrating the energy control method for the multi-power system of the rescue locomotive provided by the present invention; Figure 2 This invention provides a graph showing the variation of emissions at different speeds in various gears of a diesel engine. Figure 3 This invention provides a power output diagram for a diesel engine at various speeds in different gears. Figure 4 This is a schematic diagram of the energy control device for the multi-power system of the rescue locomotive provided by the present invention; Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0019] To address the aforementioned problems, this invention provides an energy control method for a multi-power system of a rescue locomotive, enabling rapid and pollutant-reducing safe rescue operations in multi-tunnel groups and power lines under extreme conditions. Figure 1 This is a flowchart illustrating the energy control method for the multi-power system of the rescue locomotive provided by the present invention, as shown below. Figure 1 As shown, the method includes: Step 110: Calculate the estimated rescue energy consumption of the rescue locomotive in the power-deprived section based on the locomotive's operating data and the line length of the power-deprived section. Step 120: Based on the estimated rescue energy consumption, control the charging power of the overhead contact line in the energized section to charge the power battery of the rescue locomotive, and control the output power of the diesel engine of the rescue locomotive. The power-free zone is defined based on the location of the phase separation zone.

[0020] Here, the de-energized section can be defined based on the location of phase-separation sections. Specifically, the tunnel line can be divided into multiple sections based on the contact wire power supply arm (phase-separation section). The contact wire of these multiple sections uses a segmented power supply method, with phase-separation zones set between different segments. However, the railway line's phases switch at regular intervals. If a fault occurs during the switching process, the switched section will become a de-energized section. It should be noted that rescue locomotives are usually parked at a hot standby point. The distance between the hot standby point and the rescue point can encompass two phase-separation sections. The preceding phase-separation section can be considered as having normal contact wire power supply, i.e., an energized section. When a phase switching fault occurs, the next phase-separation section becomes a de-energized blockade zone, i.e., a de-energized section.

[0021] Understandably, if the rescue location is at the end of a power-deprived zone, relying solely on the power battery would be insufficient to complete the entire rescue operation. Conversely, relying on a diesel engine could result in emissions that could endanger rescue personnel. Therefore, it is necessary to control the energy output of the multi-power system to ensure safe rescue operations under these extreme conditions.

[0022] In addition, the overhead contact line here is used to charge the power battery of the rescue locomotive. The power battery and the diesel engine together form the multi-power system of the rescue locomotive, which is used to drive the rescue locomotive to the rescue location and return from the rescue location to the nearest station or stop.

[0023] Specifically, firstly, operational data of the rescue locomotive can be obtained. This data can include the locomotive's speed and the forces acting on it during operation, which can be obtained through analysis of historical operational data. The operational data can also include the locomotive's location data, acquired via satellite positioning. Furthermore, the acquired data also includes the location data of the rescue point. Then, based on the locomotive's operational data and the length of the power line in the de-energized section, the kinetic energy theorem can be used to calculate and estimate the energy consumption required for rescue operations in the de-energized section. Next, based on the estimated rescue energy consumption, the charging power of the overhead contact line in the energized section can be controlled. This can involve adjusting the charging power to maximize the energy storage capacity of the power battery required for the estimated rescue energy consumption, thereby controlling the output power of the diesel engine in the de-energized section to minimize diesel emissions. For example, the following formula can be used to control the charging power of the overhead contact line and the output power of the diesel engine in the energized section:

[0024] In the formula, This indicates the energy provided by the diesel engine; Indicates the power of the diesel engine; Indicates the time traveled by the diesel engine; This indicates the estimated energy consumption for the rescue operation; This indicates maximizing the charging power of the overhead contact line in energized areas; Indicates the travel time within the electrified section; This indicates the energy originally stored in the power battery.

[0025] Understandably, when operating in energized sections, the rescue locomotive uses the overhead contact line to adaptively couple power and charge the battery, providing energy to propel it to de-energized sections. In de-energized sections, battery power is prioritized; when battery power is insufficient, the diesel engine is used for propulsion. This system allows for the segmented use of different power sources for the rescue locomotive, minimizing the need for diesel engine startup, especially during the final stages of a rescue operation when power is insufficient. This ensures no diesel engine emissions in the tunnel during the initial rescue phase, maintaining a clean tunnel environment for an extended period and avoiding any impact on personnel safety.

[0026] In one embodiment, firstly, the estimated energy consumption of the rescue locomotive in the power-deprived section can be predetermined. Then, in the energized section, the remaining power available from the power battery can be automatically calculated based on the current SOC value of the rescue locomotive's power battery and compared with the estimated energy consumption in the power-deprived section. When the power is insufficient, the contact wire prioritizes meeting traction requirements while maximizing power battery charging. Simultaneously, the microcomputer automatically predicts the total amount of power required for contact wire charging and regenerative braking in the energized section, stopping charging once the SOC limit is reached or the energy consumption requirement is met, thus minimizing the energy provided by the diesel engine. Next, when traveling in the power-deprived section, the energy stored in the power battery is used for traction first. If the energy stored in the power battery is insufficient, the diesel engine can be started. The diesel engine can be started when the rescue locomotive reaches a speed of 10 km / h or higher. "The calculation is based on demand. In detail, if the diesel engine's priority of hybrid traction or charging at the optimal emission point cannot meet the energy consumption demand, the diesel engine speed and output power will be automatically increased to complete the rescue."

[0027] The method provided in this invention divides the power-deprived areas based on the location of the phase separation zone, automatically estimates the energy consumption of the power-deprived areas, calculates the estimated rescue energy consumption, and adjusts the charging power of the contact network and the output power of the diesel engine in the energized areas based on the estimated rescue energy consumption. This effectively avoids concerns about insufficient energy reserves during rescue operations and avoids delays in rescue arrival time caused by the standby charging of rescue locomotives. It enables rapid and pollutant-reducing safe rescue operations in multiple tunnel groups and power lines.

[0028] Based on any of the above embodiments, step 120 includes: Based on the estimated rescue energy consumption and the standby energy consumption of the rescue locomotive at the rescue point, the estimated energy consumption of the rescue locomotive in the power-off section is determined; Based on the estimated energy consumption of the powerless section and the current remaining power of the power battery, the charging power of the contact network in the energized section and the output power of the diesel engine are controlled.

[0029] Specifically, the estimated energy consumption of the rescue locomotive in the power-depleted zone is first determined by adding the estimated rescue energy consumption to the standby energy consumption of the rescue locomotive at the rescue point. Then, based on the current SOC value of the rescue locomotive's power battery, the remaining power that the power battery can provide is automatically calculated and compared with the estimated energy consumption in the power-depleted zone. When the power is insufficient, the contact network prioritizes meeting traction needs while maximizing power battery charging. Simultaneously, the microcomputer automatically predicts the total amount of power required for contact network charging and regenerative braking in the energized zone, stopping charging once the SOC limit is reached or energy consumption needs are met, thus minimizing the energy provided by the diesel engine. If the power battery's energy reserves are insufficient, the diesel engine can be started. The rescue locomotive can be started at speeds exceeding 10 km / h to allow for... "The calculation is based on demand. Specifically, if the diesel engine's priority of hybrid traction or charging at the optimal emission point cannot meet the energy consumption demand, the diesel engine speed and output power will be automatically increased to complete the rescue. When the power battery can provide enough electricity to meet the energy reserve requirements for the rescue, the diesel engine will be automatically shut down to minimize diesel engine pollutant emissions."

[0030] Here, the optimal emission point of the diesel engine can be selected by pre-establishing a database of output power and emission values ​​at different speeds; if the diesel engine's supplementary energy consumption is insufficient, it can operate at its rated point. Figure 2 This invention provides emission variation curves for diesel engines at different speeds in various gears, as shown in the figure. Figure 2 As shown, when the diesel engine speed is between 750 and 1000 rpm, its emissions are relatively low and remain at a relatively stable level. The three curves, from low to high, represent... Curves showing the changes in the contents of CO and HC. Figure 3 This invention provides a power output diagram for a diesel engine at various speeds in different gears, as shown in the diagram. Figure 3 As shown, the power of a diesel engine increases with increasing speed.

[0031] It should be noted that when the diesel engine is activated, pollutant emissions within the tunnel can also be assessed to provide early warning for its activation and ensure rescue safety. This can be achieved by monitoring the volume of air passing through the tunnel per unit time. The system calculates the pollutant emissions per unit time for each diesel engine based on the locomotive's operating speed within the tunnel and the tunnel area. Then, it estimates the average volumetric concentration of pollutants when multiple diesel engines are operating in the tunnel without electrical phase separation. Finally, it can provide alerts and warnings based on these estimated volumetric concentrations.

[0032] Therefore, by predicting rescue energy consumption and controlling the charging power of the overhead contact line and the output power of the diesel engine in energized sections, optimal and low-emission diesel engine use can be achieved even when the rescue locomotive needs to be started for towing operations. Calculations show that NOx can be controlled at 5 g / m³. 3 CO can be controlled below 15g / kW, meeting the emission limit requirements in tunnels.

[0033] The method provided in this invention offers a multi-power system drive and energy management control method for rescue locomotives operating under power lines and long tunnel complexes. This method includes segmented use of multiple power sources and prediction of reserve energy consumption based on data from the destination location and the location of powerless phase separation sections. During high-speed operation in energized sections, the method maximizes power replenishment via the overhead contact line; during powerless, blocked sections, the locomotive operates only in an adaptively coupled power drive system, utilizing diesel engines for minimal energy replenishment and pollutant emissions during the final pull-out operation, thus achieving rapid and safe tunnel rescue.

[0034] Based on any of the above implementations, the locomotive operating data shall at least include the locomotive initial operating speed, locomotive operating resistance, and locomotive operating traction force; Step 110 includes: The section operating speed of the rescue locomotive is calculated based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the section without power. The rescue power is calculated based on the operating speed in the specified section and the preset speed limit; Based on the rescue power, the estimated rescue energy consumption is calculated.

[0035] Specifically, the kinetic energy theorem can be used to calculate the locomotive's operating speed in the de-energized section by considering the locomotive's initial operating speed, operating resistance, traction force, and track length. Then, this operating speed is compared to a pre-set speed limit. It's understood that when the operating speed is greater than or equal to the pre-set speed limit, the locomotive is braking and charging during towing; when the operating speed is less than the pre-set speed limit, the locomotive is only engaged in towing. Therefore, the rescue power can be calculated based on the locomotive's operating speed and the forces acting on it. This rescue power can include both de-energized traction power and braking and charging power. The rescue power reflects the locomotive's minimum axle power; a positive value indicates traction, and a negative value indicates dynamic braking.

[0036] Then, the total locomotive power can be calculated using the rescue power, the efficiency corresponding to the rescue power, the locomotive's auxiliary power consumption, and the power supply. A positive total locomotive power indicates output power, while a negative value indicates charging power to the power battery. The efficiency corresponding to the rescue power can be calculated using the following formula:

[0037] In the formula, This indicates the efficiency corresponding to the rescue power. Indicates the power transmission function of gears; Indicates motor efficiency; This indicates the converter efficiency.

[0038] In addition, the total power of the locomotive here can be calculated using the following formula:

[0039] In the formula, Indicates the total power of the locomotive; Indicates rescue power, which can be determined by... Rescue power of a small interval Calculated; Indicates the auxiliary power consumption of the locomotive; Indicates the power supply.

[0040] Finally, the estimated rescue energy consumption can be calculated based on the locomotive's total power and travel time. The locomotive travel time can be calculated based on the line length and operating speed in the powerless section.

[0041] The method provided in this invention is based on an energy reserve budgeting method for the power supply arm (phase section) when it loses power. It realizes automatic prediction of the energy consumption required in the power-free section, effectively avoiding concerns about insufficient energy reserves during rescue operations, and also avoiding the problem of delayed rescue arrival time caused by the standby charging of rescue locomotives. It provides a guarantee for the adaptive power drive and charging energy management based on energy consumption reserve requirements when rescue locomotives are quickly dispatched in the power-available section.

[0042] Based on any of the above embodiments, the calculation of the section operating speed of the rescue locomotive based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the section without power includes: The de-energized area is divided into segments to obtain multiple de-energized segments; The operating speed of the rescue locomotive in each power-deprived section is calculated based on the initial operating speed of the previous power-deprived section, the locomotive's operating resistance, the locomotive's operating traction force, and the line length of the current power-deprived section.

[0043] Specifically, the power-deprived section can be segmented into multiple smaller segments, resulting in multiple power-deprived sections. Then, based on the initial operating speed of the previous power-deprived section, the locomotive's operating resistance, the locomotive's traction force, and the current line length of the power-deprived section, the operating speed of the rescue locomotive in each power-deprived section can be calculated. Here, the operating speed of the current power-deprived section can be calculated using the following formula:

[0044] In the formula, Indicates the first The operating speed of each section without electricity; Indicates the first The initial operating speed of the previous unpowered section of the current unpowered section; Indicates the first The traction force of locomotives operating in sections without electricity; Indicates the first Locomotive running resistance in a section without electricity; Indicates quality; Indicates the first The length of the line in each section without electricity.

[0045] Based on any of the above embodiments, the calculation of rescue power based on the interval operating speed and the preset speed limit includes: Compare the operating speed in the specified section with the preset speed limit; When the operating speed in the section is less than the preset speed limit, the non-electric traction power is calculated based on the operating speed in the section and the locomotive's operating traction force. When the operating speed in the section is greater than the preset speed limit, the braking charging power is calculated based on the operating speed in the section and the locomotive running resistance. The rescue power is obtained based on the non-electric traction power and the braking charging power.

[0046] Specifically, the operating speed within the section can be compared with a preset speed limit. If the operating speed within the section is less than the preset speed limit, the non-electric traction power can be calculated based on the operating speed within the section and the locomotive's traction force. For example, it can be calculated using the following formula:

[0047] In the formula, Indicates the first The traction power of a section without electricity; Indicates the first The traction force of locomotives operating in sections without electricity; Indicates the first The operating speed of each section without electricity.

[0048] When the operating speed in the section exceeds the preset speed limit, the braking charging power is calculated based on the operating speed in the section and the locomotive's running resistance. For example, it can be calculated using the following formula:

[0049] In the formula, Indicates the first Braking charging power in a section without electricity; Indicates the first Locomotive running resistance in a section without electricity; Indicates the first The operating speed of each section without electricity.

[0050] Finally, the traction power of each power-deprived section can be aggregated, and the braking and charging power of each power-deprived section can be aggregated. The aggregated power is then added together to obtain the rescue power.

[0051] Based on any of the above embodiments, calculating the estimated rescue energy consumption based on the rescue power includes: The power consumption of traction without electricity and the power consumption of charging in each power-depleted section are aggregated respectively to calculate the power consumption of traction without electricity and the power consumption of braking and charging. The estimated rescue energy consumption is obtained based on the energy consumption of the non-electric traction and the energy consumption of the braking and charging.

[0052] Specifically, the traction energy consumption of each de-energized section can be calculated using the de-energized traction power and travel time of each section. Then, the total traction energy consumption is obtained by aggregating the traction energy consumption of each section. Similarly, the braking and charging energy consumption of each energized section can be calculated based on the charging power and travel time of each section. Then, the total braking and charging energy consumption is obtained by aggregating the braking and charging energy consumption of each section. Finally, the total traction energy consumption and the total braking and charging energy consumption are added together to obtain the estimated rescue energy consumption. That is, the estimated rescue energy consumption includes the arrival energy consumption from the de-energized blockade to the rescue point. Energy consumption in the power-deprived area is drawn from the rescue point. and braking charging during pull-out It should be noted that when conducting rescue operations at the rescue point, the rescue vehicle still consumes energy even when it is idle, which can be recorded as: Therefore, the estimated energy consumption in the power-free area is calculated. It can be calculated using the following formula:

[0053] Based on any of the above embodiments Figure 4 This is a schematic diagram of the energy control device for the multi-power system of the rescue locomotive provided by the present invention, as shown in the figure. Figure 4 As shown, the device includes: The estimation unit 410 calculates the estimated rescue energy consumption of the rescue locomotive in the power-deprived section based on the locomotive operation data and the line length of the power-deprived section. The control unit 420, based on the estimated rescue energy consumption, controls the charging power of the contact network in the energized section to charge the power battery of the rescue locomotive, and controls the output power of the diesel engine of the rescue locomotive. The power-free zone is defined based on the location of the phase separation zone.

[0054] The device provided in this invention divides the power-deprived areas based on the location of the phase separation zone, automatically estimates the energy consumption of the power-deprived areas, calculates the estimated rescue energy consumption, and adjusts the charging power of the contact network and the output power of the diesel engine in the energized areas based on the estimated rescue energy consumption. This effectively avoids concerns about insufficient energy reserves during rescue operations and also avoids the problem of delayed rescue arrival time caused by the standby charging of rescue locomotives. It enables rapid and pollutant-reducing safe rescue operations in multiple tunnel groups and power lines.

[0055] Based on any of the above embodiments, the control unit is specifically used for: Based on the estimated rescue energy consumption and the standby energy consumption of the rescue locomotive at the rescue point, the estimated energy consumption of the rescue locomotive in the power-off section is determined; Based on the estimated energy consumption of the powerless section and the current remaining power of the power battery, the charging power of the contact network in the energized section and the output power of the diesel engine are controlled.

[0056] Based on any of the above embodiments, the locomotive operation data includes at least the locomotive initial operating speed, locomotive operating resistance, and locomotive operating traction force; The prediction unit is specifically used for: The section operating speed of the rescue locomotive is calculated based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the section without power. The rescue power is calculated based on the operating speed in the specified section and the preset speed limit; Based on the rescue power, the estimated rescue energy consumption is calculated.

[0057] Based on any of the above implementations, the prediction unit is also specifically used for: The de-energized area is divided into segments to obtain multiple de-energized segments; The operating speed of the rescue locomotive in each power-deprived section is calculated based on the initial operating speed of the previous power-deprived section, the locomotive's operating resistance, the locomotive's operating traction force, and the line length of the current power-deprived section.

[0058] Based on any of the above implementations, the prediction unit is also specifically used for: Compare the operating speed in the specified section with the preset speed limit; When the operating speed in the section is less than the preset speed limit, the non-electric traction power is calculated based on the operating speed in the section and the locomotive's operating traction force. When the operating speed in the section is greater than the preset speed limit, the braking charging power is calculated based on the operating speed in the section and the locomotive running resistance. The rescue power is obtained based on the non-electric traction power and the braking charging power.

[0059] Based on any of the above implementations, the prediction unit is also specifically used for: The power consumption of traction without electricity and the power consumption of charging in each power-depleted section are aggregated respectively to calculate the power consumption of traction without electricity and the power consumption of braking and charging. The estimated rescue energy consumption is obtained based on the energy consumption of the non-electric traction and the energy consumption of the braking and charging.

[0060] Figure 5 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 5As shown, the electronic device may include: a processor 510, a communications interface 520, a memory 530, and a communication bus 540, wherein the processor 510, communications interface 520, and memory 530 communicate with each other through the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute an energy control method for the multi-power system of the rescue locomotive. This method includes: calculating and determining the estimated rescue energy consumption of the rescue locomotive in the de-energized section based on the locomotive's operating data and the line length in the de-energized section; controlling the charging power of the contact network in the energized section to charge the power battery of the rescue locomotive, and controlling the output power of the diesel engine of the rescue locomotive, based on the estimated rescue energy consumption; the de-energized section is obtained by dividing the area based on the phase separation zone location.

[0061] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a 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 includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0062] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the energy control method for the multi-power system of the rescue locomotive provided by the above methods. The method includes: calculating based on the locomotive's operating data and the line length of the power-deprived section to determine the estimated rescue energy consumption of the rescue locomotive in the power-deprived section; controlling the charging power of the contact network in the energized section to charge the power battery of the rescue locomotive based on the estimated rescue energy consumption; and controlling the output power of the diesel engine of the rescue locomotive; wherein the power-deprived section is obtained by dividing it based on the phase separation zone position.

[0063] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements an energy control method for a multi-power system of a rescue locomotive provided by the methods described above. This method includes: calculating, based on the locomotive's operating data and the line length in the power-deprived section, an estimated rescue energy consumption of the rescue locomotive in the power-deprived section; based on the estimated rescue energy consumption, controlling the charging power of the contact network in the energized section to charge the power battery of the rescue locomotive, and controlling the output power of the diesel engine of the rescue locomotive; the power-deprived section is divided based on the phase separation zone location.

[0064] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0065] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0066] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An energy control method for a multi-power system of a rescue locomotive, characterized in that, include: The estimated rescue energy consumption of the rescue locomotive in the power-deprived section is determined by calculating the locomotive's operating data and the line length in the power-deprived section. Based on the estimated rescue energy consumption, the charging power of the overhead contact line in the energized section for charging the power battery of the rescue locomotive is controlled, as well as the output power of the diesel engine of the rescue locomotive is controlled. The power-free zone is divided based on the location of the phase separation zone; The method of controlling the charging power of the overhead contact line in the energized section to charge the power battery of the rescue locomotive, based on the estimated rescue energy consumption, and controlling the output power of the diesel engine of the rescue locomotive, includes: Based on the estimated rescue energy consumption and the standby energy consumption of the rescue locomotive at the rescue point, the estimated energy consumption of the rescue locomotive in the power-off section is determined; Based on the estimated energy consumption of the powerless section and the current remaining power of the power battery, the charging power of the contact network in the energized section and the output power of the diesel engine are controlled. The locomotive operating data includes at least the locomotive's initial operating speed, locomotive operating resistance, and locomotive operating traction force; The calculation based on the locomotive's operating data and the line length in the power-deprived section determines the estimated rescue energy consumption of the locomotive in the power-deprived section, including: The section operating speed of the rescue locomotive is calculated based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the section without power. The rescue power is calculated based on the operating speed in the specified section and the preset speed limit; Based on the rescue power, the estimated rescue energy consumption is calculated; The calculation of the locomotive's operating speed within the power-deprived section, based on the locomotive's initial operating speed, operating resistance, traction force, and line length, includes: The de-energized area is divided into segments to obtain multiple de-energized segments; The operating speed of the rescue locomotive in each power-deprived section is calculated based on the initial operating speed of the previous power-deprived section, the locomotive's operating resistance, the locomotive's operating traction force, and the line length of the current power-deprived section.

2. The energy control method for the multi-power system of a rescue locomotive according to claim 1, characterized in that, The calculation of rescue power based on the interval operating speed and the preset speed limit includes: Compare the operating speed in the specified section with the preset speed limit; When the operating speed in the section is less than the preset speed limit, the non-electric traction power is calculated based on the operating speed in the section and the locomotive's operating traction force. When the operating speed in the section is greater than the preset speed limit, the braking charging power is calculated based on the operating speed in the section and the locomotive running resistance. The rescue power is obtained based on the non-electric traction power and the braking charging power.

3. The energy control method for the multi-power system of a rescue locomotive according to claim 1, characterized in that, The calculation of the estimated rescue energy consumption based on the rescue power includes: The power consumption of traction without electricity and the power consumption of charging in each power-depleted section are aggregated respectively to calculate the power consumption of traction without electricity and the power consumption of braking and charging. The estimated rescue energy consumption is obtained based on the energy consumption of the non-electric traction and the energy consumption of the braking and charging.

4. An energy control device for a multi-power system of a rescue locomotive, characterized in that, include: The estimation unit calculates the estimated rescue energy consumption of the rescue locomotive in the power-deprived section based on the locomotive's operating data and the line length of the section without power. The control unit, based on the estimated rescue energy consumption, controls the charging power of the overhead contact line in the energized section to charge the power battery of the rescue locomotive, and controls the output power of the diesel engine of the rescue locomotive. The power-free zone is divided based on the location of the phase separation zone; The control unit is specifically used for: Based on the estimated rescue energy consumption and the standby energy consumption of the rescue locomotive at the rescue point, the estimated energy consumption of the rescue locomotive in the power-off section is determined; Based on the estimated energy consumption of the powerless section and the current remaining power of the power battery, the charging power of the contact network in the energized section and the output power of the diesel engine are controlled. The locomotive operating data includes at least the locomotive's initial operating speed, locomotive operating resistance, and locomotive operating traction force; The estimation unit is specifically used for: The section operating speed of the rescue locomotive is calculated based on the initial operating speed of the locomotive, the operating resistance of the locomotive, the operating traction force of the locomotive, and the line length of the section without power. The rescue power is calculated based on the operating speed in the specified section and the preset speed limit; Based on the rescue power, the estimated rescue energy consumption is calculated; The prediction unit is also specifically used for: The de-energized area is divided into segments to obtain multiple de-energized segments; The operating speed of the rescue locomotive in each power-deprived section is calculated based on the initial operating speed of the previous power-deprived section, the locomotive's operating resistance, the locomotive's operating traction force, and the line length of the current power-deprived section.

5. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the energy control method for the multi-power system of the rescue locomotive as described in any one of claims 1 to 3.

6. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the energy control method for the multi-power system of the rescue locomotive as described in any one of claims 1 to 3.

7. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the energy control method for the multi-power system of the rescue locomotive as described in any one of claims 1 to 3.

Images