Train ATO (automatic train operation) energy-saving method, device, equipment, medium and program product

Abstract

The invention provides a train ATO (automatic train operation) energy-saving method, device and equipment, a medium and a program product, and belongs to the technical field of rail transit. Constructing a constraint function in the train operation process; and under the condition of the constraint function, solving the optimal solution of the target function by adopting a dynamic programming algorithm to obtain the lowest traction energy consumption. According to the train ATO energy-saving method provided by the invention, the target function taking the lowest traction energy consumption as the target is constructed, the constraint function is formed by combining the specific constraint conditions in the train operation, and the dynamic programming algorithm is used for solving the target function, so that the optimal solution under the constraint conditions can be accurately found, and the lowest traction energy consumption can be obtained; the traction energy consumption is reduced by optimizing the operation curve in the ATO operation process, the energy efficiency of train operation is improved, and the operation cost of urban rail transit can be greatly reduced.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a train ATO energy-saving method, device, equipment, medium and program product. Background Art

[0002] Urban rail transit has widely used the train ATO (Automatic Train Operation) system. The ATO system works under the protection of the train automatic protection system. It is a train automatic control system that realizes functions such as automatic train driving, precise parking, platform automation operation, unmanned return, and automatic train operation adjustment, which can greatly reduce the labor intensity of drivers.

[0003] Urban rail transit consumes a large amount of electricity every year, of which traction energy consumption accounts for nearly half of the total electricity consumption of urban rail transit. There is an urgent need for an effective method to save energy on train ATO by targeting traction energy consumption. Summary of the invention

[0004] The present invention provides a train ATO energy-saving method, device, equipment, medium and program product, which are used to solve the problem that the prior art lacks effective train ATO energy-saving methods targeting traction energy consumption.

[0005] In a first aspect, the present invention provides a train ATO energy saving method, comprising: Construct an objective function with the goal of minimizing traction energy consumption; Construct constraint functions during train operation; Under the condition of the constraint function, a dynamic programming algorithm is used to solve the optimal solution of the objective function to obtain the minimum traction energy consumption.

[0006] In one embodiment, constructing an objective function with the goal of minimizing traction energy consumption includes: Determine the piecewise function of traction force according to different speed intervals; Based on the various resistances during the running of the train and the piecewise function of the traction force, a calculation formula for the running acceleration of the train is constructed; Based on the calculation formula of the train running acceleration, construct a calculation formula for the train running speed; Based on the calculation formula of the train running acceleration and the calculation formula of the train running speed, construct a calculation formula for the train running distance; Based on the calculation formula of the train running distance and the piecewise function of the traction force, an objective function with the minimum traction force energy consumption as the goal is constructed.

[0007] In one embodiment, the constraint function includes a first constraint function, a second constraint function, a third constraint function and a fourth constraint function; The first constraint function is used to constrain the train running speed to be lower than the safety protection speed during emergency braking of the train; The second constraint function is used to constrain the train running distance to be between the maximum running distance and the minimum running distance; The third constraint function is used to constrain the train running time to be between the maximum running time and the minimum running time; The fourth constraint function is used to constrain the impact rate of the train during operation to be lower than a preset impact rate threshold.

[0008] In one embodiment, the method of using a dynamic programming algorithm to solve the optimal solution of the objective function to obtain the minimum traction energy consumption includes: The train running time is divided according to the minimum running cycle to obtain multiple minimum division units; Discretizing the objective function to obtain a discretized objective function in each minimum segmentation unit; Find the optimal solution for each discretized objective function; The optimal solutions of multiple discretized objective functions are summed to obtain the optimal solution of the objective function.

[0009] In one embodiment, the calculation formula for solving the optimal solution of each discretized objective function is as follows: ; ; in, Indicates i Minimum traction energy consumption within a minimum segmentation unit; Indicates i The traction force within the smallest segmentation unit; Indicates i The train running distance within the minimum division unit; K and W are constants; , and Indicates different speed ranges, and Indicates i The train running speed within the minimum division unit is , and is the preset speed, It is the safety protection speed when the train brakes suddenly.

[0010] In one embodiment, the train ATO energy saving method further includes: Initialize a speed deviation value; the speed deviation value is used to adjust the actual running speed of the train to make it as close to the target speed as possible; Based on the speed deviation value, solving the train running time; Comparing the train running time with the planned running time to obtain a comparison result; According to the comparison result, adjusting the speed deviation value, and updating the adjusted speed deviation value as the speed deviation value; Iteratively execute the step of solving the train running time based on the speed deviation value until the difference between the train running time and the planned running time meets the preset range, and determine the speed deviation value used to solve the train running time as the target speed deviation value.

[0011] In a second aspect, the present invention further provides a train ATO energy-saving device, comprising: The first building block is used to build an objective function with the goal of minimizing traction energy consumption; The second building module is used to build the constraint function during the train operation process; The solution module is used to solve the optimal solution of the objective function by using a dynamic programming algorithm under the condition of the constraint function to obtain the minimum traction energy consumption.

[0012] In a third aspect, the present invention provides a device, comprising an electronic device, wherein the electronic device comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps of any of the above-mentioned train ATO energy-saving methods are implemented.

[0013] In a fourth aspect, the present invention further provides a medium, comprising a non-transitory computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the steps of any of the above-mentioned train ATO energy-saving methods are implemented.

[0014] In a fifth aspect, the present invention also provides a product, comprising a computer program product, wherein the computer program product comprises a computer program, wherein the computer program can be stored on a non-transitory computer-readable storage medium, and wherein when the computer program is executed by the processor, the steps of any of the above-mentioned train ATO energy-saving methods are implemented.

[0015] The train ATO energy-saving method, device, equipment, medium and program product provided by the present invention construct an objective function with the minimum traction force energy consumption as the goal, and combine the specific constraints in the train operation to form a constraint function. The objective function is solved by using a dynamic programming algorithm, and the optimal solution under these constraints can be accurately found, so that the minimum traction force energy consumption can be obtained. The reduction of traction force energy consumption is achieved by optimizing the operating curve during the ATO operation process, thereby improving the energy efficiency of train operation and significantly reducing the operating cost of urban rail transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 It is a flow chart of the train ATO energy-saving method provided by the present invention.

[0018] Figure 2 It is a schematic diagram of the traction force characteristic curve provided by the present invention.

[0019] Figure 3 It is a flow chart of the optimal solution adjustment method with planned running time as the target provided by the present invention.

[0020] Figure 4 It is a structural schematic diagram of the train ATO energy-saving device provided by the present invention.

[0021] Figure 5 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0023] The terms "first", "second", etc. in the present invention are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention can be implemented in an order other than those illustrated or described herein.

[0024] Combine the following Figure 1-Figure 5 The train ATO energy-saving method, device, equipment, medium and program product provided by the present invention are described.

[0025] It should be noted that the train ATO energy-saving method provided in the embodiment of the present invention is implemented based on the train ATO energy-saving device. By analyzing the relevant factors that affect the train traction energy consumption during the train operation, the function of the relevant influencing factors (train acceleration, train speed, running distance, traction, running wind resistance, etc.) is constructed, and the objective function with the minimum train energy consumption as the goal is established. At the same time, the corresponding constraint function is constructed with the goals of ensuring driving safety, meeting the train parking accuracy, not deviating from the planned operation diagram, and ensuring passenger comfort; the minimum operation cycle of the ATO system is used as the minimum time unit, and the objective function is discretized and staged; the dynamic programming method is used to solve the optimal solution of the objective function at different stages, and the optimal solutions at different stages are summed to finally obtain the ATO vehicle control curve under the lowest train traction energy consumption; at the same time, the quadratic difference method is used to solve the speed deviation value in the energy-saving mode with the goal of meeting the operation plan.

[0026] The embodiment of the present invention describes the train ATO energy-saving method by taking the train ATO energy-saving device as an example of the execution subject.

[0027] Combination Figure 1 , Figure 1 It is a flow chart of the train ATO energy-saving method provided by the present invention.

[0028] like Figure 1 As shown, the method includes the following: Step 101, constructing an objective function with the minimum traction energy consumption as the goal; Step 102: construct a constraint function during train operation; Step 103: Under the condition of the constraint function, a dynamic programming algorithm is used to solve the optimal solution of the objective function to obtain the minimum traction energy consumption.

[0029] Specifically, the relevant factors affecting the train traction energy consumption during train operation are analyzed, and the relevant influencing factors are used as input to construct a dynamic model of the train operation process.

[0030] Furthermore, based on the constructed dynamic model, an objective function with the lowest traction energy consumption as the goal is constructed, and a mathematical expression can be formed to quantify the energy consumption. This objective function will describe the traction energy consumption under different operating conditions and minimize the objective function through an optimization algorithm, thereby minimizing the traction energy consumption.

[0031] At the same time, in order to ensure train safety, meet train stopping accuracy, not deviate from the planned operation diagram, and ensure passenger comfort during train operation, corresponding constraint functions are constructed for each aspect to constrain the train to meet the above-mentioned aspects during operation.

[0032] Furthermore, under the condition of the constraint function, the dynamic programming algorithm is used to solve the optimal solution of the objective function to obtain the minimum traction energy consumption. The dynamic programming algorithm is suitable for dealing with problems with a recursive nature and can effectively solve the optimal solution step by step while considering the constraint function, thereby ensuring the minimization of traction energy consumption under given constraints.

[0033] The train ATO energy-saving method provided by the present invention constructs an objective function with the minimum traction force energy consumption as the goal, and combines the specific constraints in the train operation to form a constraint function. The objective function is solved by using a dynamic programming algorithm, and the optimal solution under these constraints can be accurately found, so that the minimum traction force energy consumption can be obtained. The reduction of traction force energy consumption is achieved by optimizing the operation curve during the ATO operation process, which improves the energy efficiency of train operation and can significantly reduce the operating cost of urban rail transportation.

[0034] In some embodiments, the objective function for constructing the minimum traction energy consumption as the goal in step 101 specifically includes the following steps: Determine the piecewise function of traction force according to different speed intervals; Based on the various resistances during the running of the train and the piecewise function of the traction force, a calculation formula for the running acceleration of the train is constructed; Based on the calculation formula of the train running acceleration, construct a calculation formula for the train running speed; Based on the calculation formula of the train running acceleration and the calculation formula of the train running speed, construct a calculation formula for the train running distance; Based on the calculation formula of the train running distance and the piecewise function of the traction force, an objective function with the minimum traction force energy consumption as the goal is constructed.

[0035] It should be noted that the traction of a train refers to the force required to overcome factors such as the train's own weight, running wind resistance, equivalent resistance of the line slope, and rolling friction resistance. It is the key force to ensure that the train accelerates, maintains speed, or overcomes resistance. The traction of a train is the force that interacts with the rails through the adhesion between the wheels and rails to move the train to its destination.

[0036] The traction characteristic curve given by the vehicle's professional traction system, such as Figure 2 As shown in the figure, for a line with a maximum operating speed of 80km / h (equivalent to 22m / s), there is a certain mapping relationship between traction force and different speed ranges.

[0037] It should be further explained that the maximum speed of the train during operation should not exceed the maximum speed limit of the line. To prevent this situation, the train automatic protection system will automatically implement emergency braking safety protection measures, and define the speed of the train during emergency braking as the safety protection speed, that is, The actual ATO control curve speed, signal ATO subsystem control train running speed must be strictly limited to a speed slower than the safety protection speed, which can be considered as the standard target speed, for example, the speed is 2.8m / s slower than the safety protection speed, that is, (1).

[0038] Specifically, the train ATO energy-saving device determines the piecewise function of traction force according to different speed ranges, that is, the traction force is equivalent to the following formula: (2)

[0039] Among them, F represents traction force; V represents train speed; K and W are both constants; Indicates that the speed of the train during emergency braking is the safety protection speed; Usually 13m / s is used. Usually 22m / s is used. 2.8m / s is usually used. Therefore, the above formula can be understood as when the train is in the speed range of 0~13m / s, the traction force is linearly proportional to the train speed, and when the train is in the speed range of 13~22m / s, the traction force is inversely proportional to the train speed (that is, the traction power output by the train is constant). When the applied traction force makes the train speed higher than the target speed and less than the safety protection speed, the traction force can be cut off to allow the train to coast.

[0040] From the start to the operation of the train, the traction force must overcome various resistances in the train operation, such as the rolling friction resistance with the rails. , running wind resistance , line slope equivalent resistance X, etc.

[0041] Among them, rolling friction resistance The calculation formula is: (3), is the rolling friction coefficient, set to a constant.

[0042] Running wind resistance The calculation formula is: (4), a, b, and c are all constants. It can be seen that the relationship between the train running wind resistance and speed is a quadratic function.

[0043] The line slope equivalent resistance X is a constant and needs to be set according to the line conditions. The formula is: (5)

[0044] in It indicates that the equivalent resistance of the line slope is based on the value of different positions. Therefore, it can be determined that the equivalent resistance of the line slope on a line can be converted into a constant matrix at different positions, with a value range of ±0.08 (in m / s 2 ).

[0045] The calculation formula for train running acceleration is:

[0046] Where F represents the traction force, represents the rolling friction resistance, represents the running wind resistance, X represents the equivalent resistance of the line slope, and M represents the weight of the train.

[0047] The calculation formula for train running speed is: , a represents the train running acceleration, and t represents the train running time.

[0048] The calculation formula for train running distance is: (8), V represents the train speed, t represents the train running time, and a represents the train running acceleration.

[0049] The objective function with the minimum traction energy consumption as the goal (i.e., ensuring that the minimum traction is used during the train running multiplied by the corresponding running distance) is: (9).

[0050] The embodiment of the present invention can accurately simulate the traction demand of the train in different speed ranges, and construct an objective function with the minimum traction energy consumption as the goal in combination with the dynamic model, and then reduce the traction energy consumption by solving the optimal solution of the objective function, thereby improving the energy efficiency of the train operation and reducing the operating cost.

[0051] In some embodiments, the constraint function includes a first constraint function, a second constraint function, a third constraint function, and a fourth constraint function; The first constraint function is used to constrain the train running speed to be lower than the safety protection speed during emergency braking of the train; The second constraint function is used to constrain the train running distance to be between the maximum running distance and the minimum running distance; The third constraint function is used to constrain the train running time to be between the maximum running time and the minimum running time; The fourth constraint function is used to constrain the impact rate of the train during operation to be lower than a preset impact rate threshold.

[0052] Therefore, the process of constructing the constraint function during train operation is described as follows.

[0053] To ensure train safety, the train running speed must always be lower than the train safety protection speed, that is, , (unit: m / s) (10), which is determined as the first constraint function, where It is necessary to query the corresponding value according to the location of the line situation.

[0054] To meet the precise stopping requirements of trains, take the train running from station A to station B as an example. Assume that the distance from station A to station B is , it is necessary to ensure that the distance S traveled by the train is within ± preset distance, for example The distance S of the train is within ±0.3m, that is, the distance S of the train is between the maximum running distance and the minimum running distance, so that the train can open and close the door normally, that is: -Preset distance< S < +Preset distance, (unit: m) (11).

[0055] Without deviating from the planned operation diagram, take the train running from station A to station B as an example, the planned operation time is , it is necessary to ensure that the time required for the train to travel from station A to station B is within ± within the preset time, e.g. The train running time T is within ±0.3m, that is, the train running time T is between the maximum running time and the minimum running time to ensure the normal arrival of the train, that is: -Preset time< T < +Preset time, (unit: s) (12).

[0056] Ensuring passenger comfort means that the acceleration change value cannot be too large. Generally, the impact rate P is used as an indicator. The impact rate refers to the acceleration change value per unit time. Therefore, the impact rate of the train during operation needs to be lower than the preset impact rate threshold, which is generally less than 1.5, that is: P=a / t , P< 1.5, (unit: m / s 3 )(13).

[0057] The embodiment of the present invention can effectively balance various requirements by constructing a constraint function with the goals of ensuring driving safety, meeting train stopping accuracy, not deviating from the planned operation diagram, and ensuring passenger comfort, to ensure that the train runs strictly according to the planned operation diagram while meeting safety and comfort. This comprehensive constraint condition not only improves the overall operational efficiency, but also reduces the failure rate and passenger discomfort, while ensuring that the train arrives on time and optimizing service quality and operational stability.

[0058] In some embodiments, based on the use of the dynamic programming algorithm described in step 103 to solve the optimal solution of the objective function, the minimum traction energy consumption is obtained, and the specific contents include the following: The train running time is divided according to the minimum running cycle to obtain multiple minimum division units; Discretizing the objective function to obtain a discretized objective function in each minimum segmentation unit; Find the optimal solution for each discretized objective function; The optimal solutions of multiple discretized objective functions are summed to obtain the optimal solution of the objective function.

[0059] Specifically, the minimum operating cycle of the ATO system is usually 0.2s. Therefore, the train running time T is discretized into a set with the minimum operating cycle as the smallest division unit, that is, , (unit: s), (14).

[0060] Therefore, the i The speed at this moment is: (15).

[0061] No. i The distance between moments is: (16).

[0062] No. i The traction energy consumption at the moment is: (17).

[0063] Taking the train running from station A to station B as an example, the total traction energy consumption in this process is: (18).

[0064] Due to the equivalent resistance X of the line slope, the safety protection speed of the train As the position of the route exists in different values, it can be expressed in the form of a constant matrix, that is, the train runs to Always check the corresponding line slope equivalent resistance and safety protection speed. That is: (19)

[0065] (20)

[0066] (twenty one)

[0067] The problem of solving the minimum energy consumption problem based on the optimality theorem of dynamic programming. The core of the method is to transform the original problem into a series of single problems, and divide the energy consumption function into the minimum operation cycle as the minimum division unit, so as to decompose the objective function into each The minimum value of the function in time, and then the different The sum of the minimum values ​​of the function within the time. That is: (twenty two)

[0068] (twenty three)

[0069] in, Take 13, Take 22, Take 2.8.

[0070] (21) and (22) show that when After that, the traction force is immediately output to 0. At this time, the speed is affected by the resistance and the running speed will quickly drop below , which will trigger the traction force output again, and this will cause the traction force to start and stop frequently.

[0071] To avoid the above problems, during the speed increase phase (i.e., when the acceleration is positive), the traction force must be continuously output until , stop outputting traction. That is: , (unit: m / s) (24).

[0072] when -Preset distance< < + preset distance, at this time, the calculation of the i+1th node stops. At this time, the total running time .

[0073] The embodiment of the present invention divides the train running time into multiple minimum units and discretizes the objective function, so as to accurately analyze and optimize the operating effect of each divided unit, solve the optimal solution of each discretized objective function and sum up the results, thereby realizing the optimization of the overall objective function. This method effectively improves the calculation accuracy and optimization efficiency, ensures that the best solution can be found in each time period, thereby improving the overall operation performance and resource utilization.

[0074] In addition, the train ATO energy saving method further comprises the following steps: Initialize a speed deviation value; the speed deviation value is used to adjust the actual running speed of the train to make it as close to the target speed as possible; Based on the speed deviation value, solving the train running time; Comparing the train running time with the planned running time to obtain a comparison result; According to the comparison result, adjusting the speed deviation value, and updating the adjusted speed deviation value as the speed deviation value; Iteratively execute the step of solving the train running time based on the speed deviation value until the difference between the train running time and the planned running time meets the preset range, and determine the speed deviation value used to solve the train running time as the target speed deviation value.

[0075] The following description can be referred to Figure 3 , Figure 3 It is a flow chart of the optimal solution adjustment method with planned running time as the target provided by the present invention.

[0076] Specifically, the number of steps to run is determined by the fixed distance as the target i , thus determining the total running time T, so T does not necessarily satisfy -Preset time< T < + Preset time. Essentially steps i Determined by speed. Since the distance S is fixed, the higher the average speed within a certain distance, i The smaller the speed, the smaller the target speed. The actual running speed can fluctuate based on the target speed, so the difference in the fluctuation determines the average speed. The speed deviation value is defined as ,Right now: (25).

[0077] As shown in formula (23), the speed range in which the train is allowed to coast is It not only ensures the lowest energy consumption, but also can be set according to the running time T S , ensuring the punctuality of actual operating time.

[0078] When the train is coasting, the train running acceleration a is: (26)

[0079] From formula (19), we can see that S is a fixed value and the number of running steps is is fixed, solve .

[0080] If the set time T S is fixed, then It is also unique and can be obtained according to formulas (22), (24), (25), (26), and (27). However, the traversal method is too complicated to solve. The quadratic difference algorithm can be used to significantly reduce the solution time.

[0081] assumed exist Take values ​​within the range (unit: m / s) and Substituting into formulas (22), (24), (25), (26), and (27), we can obtain T 1 , further T 1 With T S Make a comparison.

[0082] If T 1 <T S, then assign , continue to substitute into formulas (22), (24), (25), (26), (27) to solve for T 2 ; Or, if T 1 >T S , then assign , continue to substitute into formulas (22), (24), (25), (26), (27) to solve for T 2 ; Furthermore, if T 2 <T S , then assign , continue to substitute into formulas (22), (24), (25), (26), (27) to solve for T 3 ; Or, if T 2 >T S , then assign , continue to substitute into formulas (22), (24), (25), (26), (27) to solve for T 3 ; ......; In summary, the speed deviation value is adjusted iteratively , solve the train running time T through the formula until -Preset time< T n < + Preset time, i.e. -0.1< T n < +0.1, at this time, the solution has been obtained n times, then or , the assignment ends.

[0083] If the traversal solution is used before, assuming that the number of solution steps is n, the number of solution steps using the quadratic difference method is log 2 n, greatly improving the computing efficiency.

[0084] The embodiment of the present invention uses the quadratic difference method to solve the speed deviation value in the energy-saving mode with the goal of meeting the operation plan, which not only ensures the lowest energy consumption, but also ensures the punctuality of the train operation time according to the planned operation time, improves the accuracy and stability of operation scheduling, and optimizes the speed control of the train, reduces delays and improves operational efficiency.

[0085] The train ATO energy-saving device provided by the present invention is described below. The train ATO energy-saving device described below and the train ATO energy-saving method described above can be referenced to each other.

[0086] Reference Figure 4, Figure 4 It is a structural schematic diagram of the train ATO energy-saving device provided by the present invention.

[0087] The train ATO energy-saving device comprises: The first building module 410 is used to build an objective function with the minimum traction energy consumption as the goal.

[0088] The second construction module 420 is used to construct the constraint function during the train operation process.

[0089] The solution module 430 is used to solve the optimal solution of the objective function under the condition of the constraint function by using a dynamic programming algorithm to obtain the minimum traction energy consumption.

[0090] The train ATO energy-saving device provided by the present invention constructs an objective function with the minimum traction force energy consumption as the goal, and combines the specific constraints in the train operation to form a constraint function. The objective function is solved by using a dynamic programming algorithm, and the optimal solution under these constraints can be accurately found, so that the minimum traction force energy consumption can be obtained. The reduction of traction force energy consumption is achieved by optimizing the operating curve during the ATO operation process, thereby improving the energy efficiency of train operation and significantly reducing the operating cost of urban rail transportation.

[0091] Furthermore, the first building module 410 is also used for: Determine the piecewise function of traction force according to different speed intervals; Based on the various resistances during the running of the train and the piecewise function of the traction force, a calculation formula for the running acceleration of the train is constructed; Based on the calculation formula of the train running acceleration, construct a calculation formula for the train running speed; Based on the calculation formula of the train running acceleration and the calculation formula of the train running speed, construct a calculation formula for the train running distance; Based on the calculation formula of the train running distance and the piecewise function of the traction force, an objective function with the minimum traction force energy consumption as the goal is constructed.

[0092] Furthermore, the solution module 430 is also used for: The train running time is divided according to the minimum running cycle to obtain multiple minimum division units; Discretizing the objective function to obtain a discretized objective function in each minimum segmentation unit; Find the optimal solution for each discretized objective function; The optimal solutions of multiple discretized objective functions are summed to obtain the optimal solution of the objective function.

[0093] Furthermore, the train ATO energy-saving device is also used for: Initialize a speed deviation value; the speed deviation value is used to adjust the actual running speed of the train to make it as close to the target speed as possible; Based on the speed deviation value, solving the train running time; Comparing the train running time with the planned running time to obtain a comparison result; According to the comparison result, adjusting the speed deviation value, and updating the adjusted speed deviation value as the speed deviation value; Iteratively execute the step of solving the train running time based on the speed deviation value until the difference between the train running time and the planned running time meets the preset range, and determine the speed deviation value used to solve the train running time as the target speed deviation value.

[0094] It should be noted that the train ATO energy-saving device provided by the present invention can execute the train ATO energy-saving method described in any of the above embodiments during specific operation, which will not be elaborated in this embodiment.

[0095] Figure 5 is a schematic diagram of the structure of the electronic device provided by the present invention, such as Figure 5 As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530 and a communication bus 540, wherein the processor 510, the communication interface 520 and the memory 530 communicate with each other through the communication bus 540. The processor 510 may call the logic instructions in the memory 530 to execute the train ATO energy saving method, which includes: constructing an objective function with the minimum traction energy consumption as the goal; constructing a constraint function during the operation of the train; under the condition of the constraint function, using a dynamic programming algorithm to solve the optimal solution of the objective function to obtain the minimum traction energy consumption.

[0096] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0097] On the other hand, the present invention also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the train ATO energy-saving method provided in the above-mentioned embodiments, and the method includes: constructing an objective function with the minimum traction energy consumption as the goal; constructing a constraint function during the operation of the train; under the condition of the constraint function, using a dynamic programming algorithm to solve the optimal solution of the objective function to obtain the minimum traction energy consumption.

[0098] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, it is implemented to execute the train ATO energy-saving method provided in the above-mentioned embodiments. The method includes: constructing an objective function with the minimum traction energy consumption as the goal; constructing a constraint function during the operation of the train; under the condition of the constraint function, using a dynamic programming algorithm to solve the optimal solution of the objective function to obtain the minimum traction energy consumption.

[0099] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. Those of ordinary skill in the art may understand and implement the present invention without creative effort.

[0100] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0101] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train ATO energy saving method, characterized in that: include: Construct an objective function with the goal of minimizing traction energy consumption; Construct constraint functions during train operation; Under the condition of the constraint function, a dynamic programming algorithm is used to solve the optimal solution of the objective function to obtain the minimum traction energy consumption.

2. The train ATO energy saving method according to claim 1, characterized in that: The objective function of constructing the minimum traction energy consumption as the goal includes: Determine the piecewise function of traction force according to different speed intervals; Based on the various resistances during the running of the train and the piecewise function of the traction force, a calculation formula for the running acceleration of the train is constructed; Based on the calculation formula of the train running acceleration, construct a calculation formula for the train running speed; Based on the calculation formula of the train running acceleration and the calculation formula of the train running speed, construct a calculation formula for the train running distance; Based on the calculation formula of the train running distance and the piecewise function of the traction force, an objective function with the minimum traction force energy consumption as the goal is constructed.

3. The train ATO energy saving method according to claim 1, characterized in that: The constraint functions include a first constraint function, a second constraint function, a third constraint function and a fourth constraint function; The first constraint function is used to constrain the train running speed to be lower than the safety protection speed during emergency braking of the train; The second constraint function is used to constrain the train running distance to be between the maximum running distance and the minimum running distance; The third constraint function is used to constrain the train running time to be between the maximum running time and the minimum running time; The fourth constraint function is used to constrain the impact rate of the train during operation to be lower than a preset impact rate threshold.

4. The train ATO energy saving method according to claim 1, characterized in that: The method of using a dynamic programming algorithm to solve the optimal solution of the objective function to obtain the minimum traction energy consumption includes: The train running time is divided according to the minimum running cycle to obtain multiple minimum division units; Discretizing the objective function to obtain a discretized objective function in each minimum segmentation unit; Find the optimal solution for each discretized objective function; The optimal solutions of multiple discretized objective functions are summed to obtain the optimal solution of the objective function.

5. The train ATO energy saving method according to claim 4, characterized in that: The calculation formula for solving the optimal solution of each discretized objective function is as follows: ； ； in, Indicates i Minimum traction energy consumption within a minimum segmentation unit; Indicates i The traction force within the smallest segmentation unit; Indicates i The train running distance within the minimum division unit; K and W are constants; , and Indicates different speed ranges, and Indicates i The train running speed within the minimum division unit is , and is the preset speed, It is the safety protection speed when the train brakes suddenly.

6. The train ATO energy saving method according to any one of claims 1 to 5, characterized in that: The train ATO energy saving method further comprises: Initialize a speed deviation value; the speed deviation value is used to adjust the actual running speed of the train to make it as close to the target speed as possible; Based on the speed deviation value, solving the train running time; Comparing the train running time with the planned running time to obtain a comparison result; According to the comparison result, adjusting the speed deviation value, and updating the adjusted speed deviation value as the speed deviation value; Iteratively execute the step of solving the train running time based on the speed deviation value until the difference between the train running time and the planned running time meets the preset range, and determine the speed deviation value used to solve the train running time as the target speed deviation value.

7. A train ATO energy-saving device, characterized in that: include: The first building block is used to build an objective function with the goal of minimizing traction energy consumption; The second building module is used to build the constraint function during the train operation process; The solution module is used to solve the optimal solution of the objective function by using a dynamic programming algorithm under the condition of the constraint function to obtain the minimum traction energy consumption.

8. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the train ATO energy saving method as described in any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium, the computer-readable storage medium comprising a non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the train ATO energy saving method as described in any one of claims 1 to 6 are implemented.

10. A computer program product, comprising a computer program, characterized in that: When the computer program is executed by a processor, the steps of the train ATO energy saving method as described in any one of claims 1 to 6 are implemented.

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