Cooperative energy-saving operation control method and system of dc traction power supply simulation driven urban rail train

Abstract

The application provides a kind of DC traction power supply simulation driven urban rail train cooperative energy-saving operation control method and system, belongs to train operation control technical field, obtains train timetable, train actual departure information and arrival time;For each outbound train, find the adjacent train that will take braking condition soon, the outbound train is introduced in the process of traction to absorb the regenerative braking energy generated by the braking train;Based on the obtained train timetable, train actual departure information and arrival time, an urban rail DC power supply simulation model is constructed using the virtual node method, and the optimal power function curve of the outbound train in the process of traction is calculated;According to the optimal power function curve, the inter-station energy-saving speed curve of the outbound train is calculated.The application provides a kind of DC traction power supply simulation driven urban rail train cooperative energy-saving optimization method and system, so that in the case of finding the braking and traction matching train, the optimal utilization of the regenerative braking energy of the train is realized, and the train traction energy consumption is reduced.

Description

Technical Field

[0001] This invention relates to the field of train operation control technology, specifically to a method and system for coordinated energy-saving operation control of urban rail trains driven by DC traction power supply simulation. Background Technology

[0002] Urban rail trains frequently start and stop, generating regenerative braking energy during braking. When this regenerative braking energy is excessive and cannot be directly absorbed and utilized, the grid voltage in the power supply section will rise rapidly. Excessive voltage can affect the safe operation of electrical equipment. Energy storage devices can be installed on the ground or on the train to recover the braking energy. When the train brakes regeneratively, the energy storage system stores the energy; when the train is pulling, the system releases the stored energy to power the train. However, this method requires expensive equipment and occupies physical space in the power supply station. Currently, some urban rail lines have installed inverters to utilize regenerative braking energy. These inverters can convert the regenerative braking energy to a low-voltage grid to power station equipment such as elevators, ventilation, and lighting. Some urban rail lines have installed inverter systems that can convert regenerative braking energy to a low- or medium-voltage AC grid. The construction cost of these inverters is also relatively high, requiring reserved installation space at the station. Some urban rail lines have installed braking resistors on the trains. These resistors convert the regenerative braking energy into heat and dissipate it. This method does not utilize regenerative braking energy; it only serves to stabilize the DC grid voltage. The methods described above all require the installation of additional electrical equipment, resulting in high purchase and maintenance costs. In contrast, vehicle-to-vehicle cooperative energy saving can better absorb and utilize the regenerative braking energy generated by trains by increasing the coordination of traction and braking on the line. The control methods and systems for vehicle-to-vehicle cooperative operation have lower implementation and maintenance costs, enabling urban rail companies to reduce traction energy consumption and achieve green development in urban rail transit. Summary of the Invention

[0003] The purpose of this invention is to provide a method and system for coordinated energy-saving operation control of urban rail trains driven by DC traction power supply simulation, so as to solve at least one of the technical problems existing in the background art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] In a first aspect, the present invention provides a method for coordinated energy-saving operation control of urban rail trains driven by DC traction power supply simulation, comprising:

[0006] Get train timetables, actual train departure information, and arrival times;

[0007] For each departing train, a neighboring train that is about to apply braking conditions is found, and the departing train is introduced into the traction process en route to absorb the regenerative braking energy generated by the braking train.

[0008] Based on the obtained train timetable, actual train departure information and arrival time, a simulation model of DC power supply for urban rail transit is constructed using the virtual node method, and the optimal power function curve for train traction during the journey is calculated.

[0009] Based on the optimal power function curve, calculate the inter-station energy-saving speed curve of the out-of-station train;

[0010] The operation of departing trains is controlled based on the inter-station energy-saving speed curve of the departing trains.

[0011] As a further limitation of the first aspect of the present invention, when establishing the urban rail DC traction power grid model, the admittance value in the node voltage equation is determined by judging whether there is a train between stations; if there is a train between stations, the admittance value is calculated based on the actual position information of the train; if the train feeds back electrical energy to the DC grid, the current value of the branch where the train is located is positive; if the train absorbs electrical energy from the DC grid, the current value of the branch where the train is located is negative; if there is no train between stations, the admittance value is retained and the current value of the branch where the train is located is set to 0.

[0012] As a further limitation of the first aspect of the present invention, the urban rail DC power supply network is solved, the initial value of each voltage node is set, and the current of each branch at the current simulation moment is calculated through the node voltage value; when the train is in regenerative braking, when the voltage at both ends of the train is less than or equal to the starting voltage of the train braking resistor, the train current is equal to the train power divided by the voltage at both ends of the train; when the voltage at both ends of the train is greater than or equal to the starting voltage of the train braking resistor, the train current is equal to the train power divided by the voltage at both ends of the train and then the current of the braking resistor.

[0013] As a further limitation of the first aspect of the present invention, the branch current of the power supply station is equal to the no-load voltage of the power supply station multiplied by the equivalent admittance of the power supply station; the node voltage value is calculated iteratively using the node voltage equation. If the voltage value converges, the solution process is terminated; if it does not converge, the branch current value at each simulation time is calculated iteratively.

[0014] As a further limitation of the first aspect of the invention, the braking train... Regenerative braking is applied within a certain time frame, and the regenerative braking power of the train about to brake is used as the traction power of the departing train during its journey. The speed curve of the departing train is generated by introducing this traction power during its journey, and the speed curve of the departing train is calculated. The corresponding inter-station running distance L S ;

[0015] Simulations of two trains operating using a DC power supply network were performed, and the departure train's position at the station was calculated. The optimal traction power during the time period; define the traction power of the departing train at time KT as P. mt(k), the total traction power of the adjacent power supply station at time k is P. ps (k), the optimization index J(k) is established as:

[0016]

[0017] Where μ is a constant coefficient set between (0,1).

[0018] As a further limitation of the first aspect of the present invention, due to P mt The value of (k) can be taken as the regenerative braking power P. RBE A certain percentage value of (k), i.e., P mt (k)=γP RBE (k), therefore, the optimized index function is:

[0019]

[0020] To enhance the effectiveness of absorbing regenerative braking power, a minimum value is set for all γ(k), i.e., γ(k) ≥ γ. min ;

[0021] The optimization step size of γ(k) is set to 1%, and the traversal method is used in... Solving for the optimal γ within the time frame * (k) value.

[0022] Secondly, the present invention provides a DC traction power supply simulation-driven coordinated energy-saving operation control system for urban rail trains, comprising:

[0023] The acquisition module is used to obtain train timetables, actual train departure information, and arrival times.

[0024] The matching module is used to find adjacent trains that are about to apply braking conditions for each departing train; wherein, the departing train introduces the traction process during the journey to absorb the regenerative braking energy generated by the braking train.

[0025] The first calculation module is used to construct a simulation model of urban rail DC power supply based on the acquired train timetable, actual train departure information and arrival time, and to calculate the optimal power function curve of the train traction during the journey.

[0026] The second calculation module is used to calculate the inter-station energy-saving speed curve of the out-of-station train based on the optimal power function curve.

[0027] The control module is used to control the operation of departing trains based on the inter-station energy-saving speed curve of the departing trains.

[0028] Thirdly, the present invention provides a non-transitory computer-readable storage medium for storing computer instructions, which, when executed by a processor, implement the DC traction power supply simulation-driven coordinated energy-saving operation control method for urban rail trains as described in the first aspect.

[0029] Fourthly, the present invention provides a computer device including a memory and a processor, wherein the processor and the memory communicate with each other, the memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the DC traction power supply simulation-driven urban rail train cooperative energy-saving operation control method as described in the first aspect.

[0030] Fifthly, the present invention provides an electronic device, comprising: a processor, a memory, and a computer program; wherein the processor is connected to the memory, the computer program is stored in the memory, and when the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions for implementing the DC traction power supply simulation-driven coordinated energy-saving operation control method for urban rail trains as described in the first aspect.

[0031] The beneficial effects of this invention are as follows: This invention provides a method and system for coordinated energy-saving operation control of urban rail trains driven by DC traction power supply simulation, which enables the optimal utilization of the train's regenerative braking energy and reduces the train's traction energy consumption when a train that matches the braking and traction needs to be found.

[0032] The advantages of additional aspects of the invention will be set forth more clearly in the following description or will be learned by practice of the invention. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a functional principle block diagram of the DC traction power supply simulation-driven urban rail train collaborative energy-saving operation control system described in Embodiment 1 of the present invention.

[0035] Figure 2 This is a block diagram of the overall structure of the DC traction power supply simulation-driven urban rail train collaborative energy-saving operation control system described in Embodiment 2 of the present invention.

[0036] Figure 3 This is a schematic diagram of the virtual voltage node described in Embodiment 3 of the present invention.

[0037] Figure 4 This is a schematic diagram of the urban rail DC power supply network as described in Embodiment 3 of the present invention.

[0038] Figure 5 This is a schematic diagram comparing the total power of the power station before and after optimization when μ = 20% as described in Embodiment 3 of the present invention.

[0039] Figure 6 This is a graph showing the ratio of traction power to regenerative braking power during the journey when μ = 20%, as described in Embodiment 3 of the present invention. Detailed Implementation

[0040] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0041] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0042] It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless defined as here.

[0043] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, and / or groups thereof.

[0044] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0045] To facilitate understanding of the present invention, the present invention will be further explained and described below with reference to the accompanying drawings and specific embodiments, and the specific embodiments do not constitute a limitation on the embodiments of the present invention.

[0046] Those skilled in the art should understand that the accompanying drawings are merely schematic diagrams of embodiments, and the components in the drawings are not necessarily essential for implementing the present invention.

[0047] Example 1

[0048] like Figure 1 As shown in Embodiment 1, a DC traction power supply simulation-driven urban rail train collaborative energy-saving operation control system is first provided, including: an acquisition module for acquiring train timetables, actual train departure information, and arrival times; a matching module for finding adjacent trains that will soon apply braking conditions for each departing train; wherein the departing train introduces a traction process en route to absorb the regenerative braking energy generated by the braking train; a first calculation module for constructing an urban rail DC power supply simulation model using the virtual node method based on the acquired train timetables, actual train departure information, and arrival times, and calculating the optimal power function curve for the departing train's en route traction; a second calculation module for calculating the inter-station energy-saving speed curve of the departing train based on the optimal power function curve; and a communication module for realizing information transmission between the acquisition module, matching module, first calculation module, second calculation module, and control module, such as transmitting the finally calculated energy-saving speed curve through the communication module to the control modules in the ATS and ATO systems, and the control modules controlling the operation of the departing train according to the inter-station energy-saving speed curve of the departing train.

[0049] In this embodiment, the above-described system is used to implement a method for coordinated energy-saving operation of urban rail trains driven by DC traction power supply simulation. Specifically, the method includes: First, acquiring train timetables, actual train departure information, and arrival times using an acquisition module. Then, a matching module searches for adjacent trains that will soon be braking for each departing train; the departing train incorporates traction during its journey to absorb regenerative braking energy generated by the braking train. Next, a first calculation module, based on the acquired train timetables, actual train departure information, and arrival times, constructs a DC power supply simulation model for urban rail trains using a virtual node method, and further calculates the optimal power function curve for the departing train's traction during its journey. Then, a second calculation module calculates the inter-station energy-saving speed curve of the departing train based on the optimal power function curve. Finally, a communication module transmits the energy-saving speed curve to the ATS and ATO systems, and the control modules in these systems control the operation of the departing trains based on the energy-saving speed curve.

[0050] Specifically, the system first obtains train timetables, actual train departure information, and arrival times from the Automatic Train Monitoring System (ATMS). For each departing train, it searches for adjacent trains that will soon be braking. After finding a suitable neighboring train, it introduces an en route traction process to absorb the regenerative braking energy generated by the braking train. Based on the urban rail DC power supply simulation model constructed using the virtual node method in the first calculation module, it calculates the optimal power function curve for the departing train's en route traction, thereby further calculating the energy-saving speed curve between stations. The communication module sends this speed curve to the AMS, which then sends the train speed curve to the departing train. The departing train's control module then controls the train to operate with reference to this speed curve.

[0051] The urban rail DC power supply simulation model in the train calculation unit (first calculation module) is constructed based on the virtual node method. A virtual train is generated between each station to establish a unified DC power supply network model. In subsequent calculations, this unified model can be simplified based on the actual information of the trains between stations.

[0052] In this embodiment, when braking trains operating between adjacent stations brake at their braking times, there may be multiple trains about to depart that meet the pairing requirements. Therefore, the standard is to find the adjacent braking train that maximizes the energy efficiency of all trains operating at the same time for each departing train, based on the highest energy efficiency of all trains.

[0053] In this embodiment, the admittance value in the node voltage equation is determined by determining whether there is a train between stations. If there is a train between stations, the admittance value is calculated based on the actual position information of the train. If the train feeds power back to the DC grid, the current value of the branch where the train is located is positive; if the train absorbs power from the DC grid, the current value of the branch where the train is located is negative; if there is no train between stations, the admittance value is retained, and the current value of the branch where the train is located is set to 0.

[0054] To solve the DC power supply network for urban rail transit, initial values ​​for each voltage node are first set, and the branch currents at the current simulation moment are calculated using the node voltage values. When the train is under regenerative braking, if the voltage across the train is less than or equal to the starting voltage of the train's braking resistor, the train branch current equals the train power divided by the voltage across the train; if the voltage across the train is greater than or equal to the starting voltage of the train's braking resistor, the train branch current equals the train power divided by the voltage across the train, minus the current of the braking resistor. The branch current of the substation equals the no-load voltage of the substation multiplied by the equivalent admittance of the substation. Then, the node voltage values ​​are calculated iteratively using the node voltage equations. If the voltage values ​​converge, the solution process is terminated; otherwise, the branch current values ​​at the simulation moment are calculated iteratively.

[0055] Braking the train Regenerative braking is applied within a specified time. The regenerative braking power of the train about to brake is used as the traction power of the departing train during its journey. The speed curve of the departing train is generated by introducing this traction power during its journey, and the speed curve of the departing train is calculated. The corresponding inter-station running distance L S

[0056] Simulations of two trains operating using a DC power supply network were performed, and the departure train's position at the station was calculated. The optimal traction power during the time period. Define the traction power of the departing train at time KT as P. mt (k), the total traction power of the adjacent power supply station at time k is P. ps If (k), then the optimization index J(k) can be established as:

[0057]

[0058] Where μ is a constant coefficient set between (0,1). Since P mt The value of (k) can be taken as the regenerative braking power P. RBE A certain percentage value of (k), i.e., P mt (k)=γP RBE (k). Therefore, the optimization index function can be further defined as:

[0059]

[0060] To enhance the effectiveness of absorbing regenerative braking power, a minimum value is set for all γ(k), i.e., γ(k) ≥ γ. min .

[0061] If the optimization step size of γ(k) is set to 1%, then the traversal method can be used to... Solving for the optimal γ within the time frame * (k) value.

[0062] In this embodiment, the speed curve of the departing train is regenerated based on the optimal traction power curve during its journey, serving as the actual speed curve used by the departing train. This can be achieved through a server or industrial control computer, where information such as the train's timetable, real-time location, and speed are obtained from the automatic train monitoring system and sent to the train speed curve calculation module (first calculation module and second calculation module). The communication module then sends the departing train speed curve to the automatic train monitoring system.

[0063] Example 2

[0064] This embodiment 2 provides a DC traction power supply simulation-driven urban rail train collaborative energy-saving operation control system. By using this system to perform DC traction power supply simulation-driven urban rail train collaborative energy-saving operation control, the optimal utilization of the train's regenerative braking energy is achieved, thereby reducing the train's traction energy consumption.

[0065] In this embodiment, as Figure 2 As shown, the entire system consists of a train speed curve calculation module (in this embodiment 2, the train speed curve calculation module integrates the functions of the first calculation module, the second calculation module, and the matching module as in embodiment 1) and a communication module. The train speed curve calculation module receives information such as train timetables, actual train departure information, and arrival times from the automatic train monitoring system transmitted by the communication module. It then searches for trains that will soon be braking between adjacent stations for each departing train. After finding a suitable neighboring train, it introduces a traction process during the journey to absorb the regenerative braking energy generated by the braking train. Based on the urban rail DC power supply simulation model constructed using the virtual node method in the train speed curve calculation module, it calculates the optimal power function curve for the departing train's traction during the journey, thereby further calculating the energy-saving speed curve between stations for the departing train. After the communication module sends this speed curve to the automatic train monitoring system, the automatic train monitoring system sends the train speed curve to the departing train, which then operates with reference to this speed curve.

[0066] In the first calculation module of the train speed curve calculation module, the urban rail DC power supply simulation model is constructed based on the virtual node method. A virtual train is created between each station to establish a unified DC power supply network model. This unified model can be simplified in subsequent calculations based on the actual train information between stations. The admittance value in the node voltage equation is determined by determining whether there is a train between stations. If there is a train between stations, the admittance value is calculated based on the train's actual position information. If the train feeds power back to the DC grid, the current value of the branch where the train is located is positive; if the train absorbs power from the DC grid, the current value of the branch where the train is located is negative; if there is no train between stations, the admittance value is retained, and the current value of the branch where the train is located is set to 0.

[0067] To solve the DC power supply network for urban rail transit, initial values ​​for each voltage node are first set. The branch currents at the current simulation moment are then calculated using these node voltage values. When the train is under regenerative braking, if the voltage across the train is less than or equal to the starting voltage of the train's brake drum resistor, the train branch current equals the train power divided by the voltage across the train. If the voltage across the train is greater than or equal to the starting voltage of the train's brake resistor, the train current equals the train power divided by the voltage across the train, minus the current of the brake resistor. The branch current of the substation equals the substation's no-load voltage multiplied by the substation's equivalent admittance. The node voltage values ​​are then calculated iteratively using the node voltage equations. If the voltage values ​​converge, the solution process exits; otherwise, the branch current values ​​at the simulation moment are calculated iteratively.

[0068] Braking the train Regenerative braking is applied within a specified time. The regenerative braking power of the train about to brake is used as the traction power of the departing train during its journey. The speed curve of the departing train is generated by introducing this traction power during its journey, and the speed curve of the departing train is calculated. The corresponding inter-station running distance L S

[0069] Simulations of two trains operating using a DC power supply network were performed, and the departure train's position at the station was calculated. The optimal traction power during the time period. Define the traction power of the departing train at time KT as P. mt (k), the total traction power of the adjacent power supply station at time k is P. ps If (k), then the optimization index J(k) can be established as:

[0070]

[0071] Where μ is a constant coefficient set between (0,1). Since P mt The value of (k) can be taken as the regenerative braking power P. RBE A certain percentage value of (k), i.e., P mt (k)=γP RBE (k). Therefore, the optimization index function can be further defined as:

[0072]

[0073] To enhance the effectiveness of absorbing regenerative braking power, a minimum value is set for all γ(k), i.e., γ(k) ≥ γ. min .

[0074] If the optimization step size of γ(k) is set to 1%, then the traversal method can be used to... Solving for the optimal γ within the time frame * (k) value.

[0075] The speed curve of the departing train is regenerated based on the optimal traction power curve during its journey, serving as the actual speed curve for the departing train. The communication module enables data transmission between various functional modules within the system. This communication module can be implemented via a server or industrial control computer. First, the timetable, real-time location, and speed information obtained by the acquisition module from the automatic train monitoring system are sent to the train speed curve calculation module. Then, the speed curve of the departing train calculated by the train speed curve calculation module is sent back to the automatic train monitoring system.

[0076] Example 3

[0077] In this embodiment 3, a modeling method for urban rail DC traction power supply network is proposed, which includes two steps.

[0078] Step 1: Ignoring train operation information between stations for the time being, a virtual train is created between each station to establish a DC power supply network model. The principle of the virtual voltage node is as follows: Figure 3 As shown, the voltage at both ends of the virtual train is U. i and U i+2 The position of the virtual voltage node i can be set to any value between voltage nodes i-1 and i+1, such as choosing the midpoint between the two.

[0079] Step 2: Update the node voltage equations based on the actual position and power information of the train.

[0080] 2.1 If there are trains between stations, then calculate the admittance value Y based on the actual position information of the trains. i-1,i Y i,i+1 Y i+2,0 Y i+2,0' If the train is in regenerative braking mode, then I T The value is positive; if the train is in traction, then I... T The value is negative if the train is coasting, then I T The value is zero.

[0081] 2.2 If there are no trains between stations, the admittance value Y is retained. i-1,i Y i,i+1 Y i+2,0 Y i+2,0' And let I T The value is zero.

[0082]

[0083] The solution process for the urban rail DC power supply network is as follows:

[0084] Step 1: Set the initial values ​​for each voltage node

[0085] Step 2: Calculate the current value of each branch at the current simulation moment based on the node voltage values. The formula for calculating the train current during regenerative braking is as follows:

[0086]

[0087] Among them U st I is the starting voltage of the train braking resistor. br This refers to the current flowing through the braking resistor. The branch currents of the power supply station are defined as follows;

[0088] I s =Y eq U0

[0089] Where U0 is the no-load voltage of the power supply station, Y eq The equivalent admittance of the power supply station.

[0090] Step 3: Calculate the node voltage values ​​using the node voltage equations. If the voltage values ​​converge, exit the solution process; otherwise, return to Step 2 for repeated calculations.

[0091] like Figure 4 As shown in this embodiment, the above modeling method is introduced using a scenario with 5 stations and 3 power supply stations as an example:

[0092] As shown in Table 1, the basic information of the simulated line includes power supply substations at stations 1, 3, and 5. When train 1 in the up-line station 1 brakes, train 2 in the up-line station 2 absorbs regenerative braking energy through traction along the way. The departure time of train 1 is 1 second, and the departure time of train 2 is 69 seconds. In the simulation, the no-load voltage is set to 836V. In reality, considering measurement errors such as those from voltage sensors, the minimum charging threshold will be slightly higher than the no-load voltage. The input voltage of the train braking resistor is 900V.

[0093] It should be noted that the trains being matched can be a single braking train with a single departing train, or a single braking train with multiple departing trains. The two trains can run in the same direction or in opposite directions. The two trains can be in adjacent power supply sections or in two power supply sections with a gap between them.

[0094] Table 1 Basic Information of Simulation Circuit

[0095]

[0096] Simulation data from urban rail DC power supply simulation networks can be used to achieve vehicle-to-vehicle cooperative energy-saving optimization, that is, by absorbing the regenerative braking energy of braking trains during the traction process of departing trains. The steps are as follows:

[0097] Step 1: Define the period as T, and define the regenerative braking time range of the braking train as follows. Assuming the traction power of the departing train during its journey is equal to the total regenerative braking power of the braking train, a train speed curve for the departing train is generated, and the speed curve of the departing train is calculated. The corresponding inter-station running distance L s ;

[0098] Step 2: Simulate the operation of the two trains using a DC power supply network, and calculate the distance the departing train is traveling at the station. The optimal traction power during the time period.

[0099] Define the traction power of the departing train at time kT as P. mt (k), the total traction power of the power supply station at time k is P. ps If (k) is a given value, then an optimization index function can be established:

[0100] μ is a constant coefficient set between (0, 1). Since P mt The value of (k) can be taken as the regenerative braking power P. RBE A certain percentage value of (k), i.e., P mt (k)=γP RBE (k). Therefore, the optimization index function can be further defined as:

[0101] If P mt If γ(k) is relatively small, the effect of absorbing regenerative braking power will be worse. Therefore, a minimum value can be set for all γ(k), i.e., γ(k) ≥ γ. min .

[0102] If the optimization step size of γ(k) is set to 1%, then the traversal method can be used to... Solving for the optimal γ within the time frame * (k) value.

[0103] Step 3: Regenerate the speed curve of the adjacent train based on the optimal traction power curve of the departing train, and use it as the parameter speed curve for the actual use of the departing train.

[0104] When train 2 is engaged in traction during the journey, if the additional output power of the power supply station is not considered, then the optimal strategy is to have the traction power equal to 100% of the regenerative braking power. However, if the additional output power of the power supply station is considered, the situation changes, and the optimal traction power ratio γ during the journey needs to be calculated. * (k), the optimization result is as follows Figure 6 As shown. Figure 5 A comparison chart of the power station output power when γ(k) is 100% and the optimal value is given. The chart shows that using the optimal γ... *When γ(k) is less than 100%, the train's energy saving rate is 35.89%, while using the optimal γ(k)... * When (k) is reached, the train's energy saving rate is 36.62%.

[0105] Example 4

[0106] This embodiment 4 provides a non-transitory computer-readable storage medium for storing computer instructions. When these computer instructions are executed by a processor, they implement the DC traction power supply simulation-driven coordinated energy-saving operation control method for urban rail trains as described above. The method includes:

[0107] Get train timetables, actual train departure information, and arrival times;

[0108] For each departing train, a neighboring train that is about to apply braking conditions is found, and the departing train is introduced into the traction process en route to absorb the regenerative braking energy generated by the braking train.

[0109] Based on the obtained train timetable, actual train departure information and arrival time, a simulation model of DC power supply for urban rail transit is constructed using the virtual node method, and the optimal power function curve for train traction during the journey is calculated.

[0110] Based on the optimal power function curve, calculate the inter-station energy-saving speed curve of the out-of-station train;

[0111] The operation of departing trains is controlled based on the inter-station energy-saving speed curve of the departing trains.

[0112] Example 5

[0113] This embodiment 5 provides a computer device, including a memory and a processor. The processor and the memory communicate with each other. The memory stores program instructions that can be executed by the processor. The processor calls the program instructions to execute the above-described DC traction power supply simulation-driven urban rail train cooperative energy-saving operation control method, which includes:

[0114] Get train timetables, actual train departure information, and arrival times;

[0115] For each departing train, a neighboring train that is about to apply braking conditions is found, and the departing train is introduced into the traction process en route to absorb the regenerative braking energy generated by the braking train.

[0116] Based on the obtained train timetable, actual train departure information and arrival time, a simulation model of DC power supply for urban rail transit is constructed using the virtual node method, and the optimal power function curve for train traction during the journey is calculated.

[0117] Based on the optimal power function curve, calculate the inter-station energy-saving speed curve of the out-of-station train;

[0118] The operation of departing trains is controlled based on the inter-station energy-saving speed curve of the departing trains.

[0119] Example 6

[0120] This embodiment 6 provides an electronic device, including: a processor, a memory, and a computer program; wherein, the processor is connected to the memory, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions for implementing the DC traction power supply simulation-driven coordinated energy-saving operation control method for urban rail trains as described above. The method includes:

[0121] Get train timetables, actual train departure information, and arrival times;

[0122] For each departing train, a neighboring train that is about to apply braking conditions is found, and the departing train is introduced into the traction process en route to absorb the regenerative braking energy generated by the braking train.

[0123] Based on the obtained train timetable, actual train departure information and arrival time, a simulation model of DC power supply for urban rail transit is constructed using the virtual node method, and the optimal power function curve for train traction during the journey is calculated.

[0124] Based on the optimal power function curve, calculate the inter-station energy-saving speed curve of the out-of-station train;

[0125] The operation of departing trains is controlled based on the inter-station energy-saving speed curve of the departing trains.

[0126] In summary, to reduce the utilization cost of regenerative braking energy, this invention proposes a novel method for train cooperative utilization of regenerative braking energy. When a train is about to depart a station, it identifies a train about to use regenerative braking between adjacent stations. The departing train absorbs regenerative braking energy by introducing traction power during its journey, thereby reducing the energy absorbed from the power grid. However, directly setting the regenerative braking power of adjacent braking trains as the traction power during the journey may not yield the best energy-saving effect. To address this issue, this invention proposes a method for establishing a DC traction power supply model. Based on this model, an optimized traction power function during the journey is calculated, ultimately yielding the optimal train speed curve.

[0127] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0128] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0129] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0130] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment, whereby a series of operational steps are performed to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0131] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solutions disclosed in the present invention, various modifications or variations that can be made by those skilled in the art without creative effort should be included within the scope of protection of the present invention.

Claims

1. A method for coordinated energy-saving operation control of urban rail trains driven by DC traction power supply simulation, characterized in that, include: Get train timetables, actual train departure information, and arrival times; For each departing train, a neighboring train that is about to apply braking conditions is found, and the departing train is introduced into the traction process en route to absorb the regenerative braking energy generated by the braking train. Based on the acquired train timetables, actual train departure information, and arrival times, a simulation model of urban rail DC power supply is constructed using the virtual node method to calculate the optimal power function curve for train traction during the journey. Specifically, when establishing the urban rail DC traction power grid model, the admittance value in the node voltage equation is determined by whether there is a train between stations. If there is a train between stations, the admittance value is calculated based on the train's actual position information. If the train is in regenerative braking mode, the current value of the branch where the train is located is positive; if the train is in traction mode, the current value of the branch where the train is located is negative; if there is no train between stations, the admittance value is retained, and the current value of the branch where the train is located is set to 0. The urban rail DC power supply network is then calculated... Solution: Set initial values ​​for each voltage node, and calculate the branch current at the current simulation moment using the node voltage values. When the train is under regenerative braking, if the voltage across the train is less than or equal to the starting voltage of the train braking resistor, the train current equals the train power divided by the voltage across the train. If the voltage across the train is greater than the starting voltage of the train braking resistor, the train current equals the train power divided by the voltage across the train, minus the current of the braking resistor. The branch current of the power supply station equals the no-load voltage of the power supply station multiplied by the equivalent admittance of the power supply station. Calculate the node voltage values ​​iteratively using the node voltage equations. If the voltage values ​​converge, exit the solution process; otherwise, iteratively calculate the branch current values ​​at the simulation moment. Braking the train... Regenerative braking is applied within a certain time frame, and the regenerative braking power of the train about to brake is used as the traction power of the departing train during its journey. The speed curve of the departing train is generated by introducing this traction power during its journey, and the speed curve of the departing train is calculated. Corresponding inter-station running distance Simulations of two trains running were performed using a DC power supply network, and the operation of the outgoing train was calculated. The optimal traction power during the time period; the traction power of the departing train at time KT is defined as... The total traction power of the adjacent power supply station at time k is Establish optimization indicators for: ;in, For a set of intervals A constant coefficient; Based on the optimal power function curve, calculate the inter-station energy-saving speed curve of the out-of-station train; The operation of departing trains is controlled based on the inter-station energy-saving speed curve of the departing trains.

2. The method for coordinated energy-saving operation control of urban rail trains driven by DC traction power supply simulation according to claim 1, characterized in that, because The value can be taken as regenerative braking power. A certain percentage value, that is = Therefore, the optimized index function is: ； To enhance the effect of absorbing regenerative braking power, give all Set a minimum value, that is, satisfy... ≥ ; set up The optimization step size is 1%, and the traversal method is used in... Find the optimal value within the time frame.

3. A coordinated energy-saving operation control system for urban rail trains based on DC traction power supply simulation drive as described in claim 1 or 2, characterized in that, include: The acquisition module is used to obtain train timetables, actual train departure information, and arrival times. The matching module is used to find adjacent trains that are about to apply braking conditions for each departing train; wherein, the departing train introduces the traction process during the journey to absorb the regenerative braking energy generated by the braking train. The first calculation module is used to construct a simulation model of urban rail DC power supply based on the acquired train timetable, actual train departure information and arrival time, and to calculate the optimal power function curve of the train traction during the journey. The second calculation module is used to calculate the inter-station energy-saving speed curve of the out-of-station train based on the optimal power function curve. The control module is used to control the operation of departing trains based on the inter-station energy-saving speed curve of the departing trains.

4. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium is used to store computer instructions, which, when executed by a processor, implement the DC traction power supply simulation-driven urban rail train collaborative energy-saving operation control method as described in claim 1 or 2.

5. A computer device, characterized in that, The system includes a memory and a processor, which communicate with each other. The memory stores program instructions that can be executed by the processor. The processor calls the program instructions to execute the DC traction power supply simulation-driven urban rail train cooperative energy-saving operation control method as described in claim 1 or 2.

6. An electronic device, characterized in that, include: The device includes a processor, a memory, and a computer program; wherein the processor is connected to the memory, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions that implement the DC traction power supply simulation-driven coordinated energy-saving operation control method for urban rail trains as described in claim 1 or 2.

Images