Operation plan adjustment method based on electronic guide rubber wheel system charging management

Abstract

The invention relates to the technical field of intelligent charging, in particular to an operation plan adjusting method based on charging management of an electronic guide rubber wheel system. The method comprises the steps of S1, setting a charging position arrangement mode, and planning vehicle charging positions and standby vehicle parking spaces; s2, an original operation plan is made, whether the original operation plan meets the operation electric quantity requirement or not is judged before operation, corresponding standby train arrangement is made, the charging position occupied by each train is planned, and related information in the original operation plan is updated; and S3, planning the charging duration of each train at the first / last station, and guiding the charging duration of the train during actual operation. According to the method, an original timetable is not changed, the situation that temporary shunting is needed due to the fact that the electric quantity of the vehicle is insufficient or resources are wasted due to the fact that too many standby vehicles are arranged during main line operation of the electronic guide rubber wheel system is effectively avoided, and the charging process reasonability of the electronic guide rubber wheel system is improved.

Description

Technical Field

[0001] The present invention relates to the field of intelligent charging technology, and more specifically, to an operation plan adjustment method based on charging management of an electronically guided rubber wheel system. Background Art

[0002] The electronically guided rubber-tyred system usually uses batteries to power the vehicle. When the vehicle is at the terminal station on the main line, the driver drives the vehicle to the corresponding charging position and uses the gap between the arrival time and the departure time to quickly charge the vehicle through the pantograph charging method.

[0003] In the early stage of project design, the electronic rubber-guided tire system calculates the minimum number of vehicles to be assigned based on the line mileage, the average travel speed of the actual road traction simulation, and the departure interval required by the owner. During the application process, the dispatching software formulates an operation plan based on factors such as the number of vehicles to be assigned and the departure interval.

[0004] At present, the formulation of the operation plan of the electronic guided rubber wheel system has the following problems:

[0005] 1) The dispatching software did not determine the power consumption of each vehicle after multiple trips before the operation began, and whether the power replenishment at the first / last station could support the completion of all remaining plans that needed to be executed on the day. This resulted in the operating unit being unable to reasonably arrange spare vehicles in advance at the corresponding stations.

[0006] If it is identified on the day of operation that a vehicle cannot be charged to the amount of electricity required to support the next operating mileage before a certain scheduled departure time, and there is no spare vehicle arranged on the main line or the spare vehicle is stored at the wrong station, the dispatching software will need to temporarily adjust the vehicle based on the information fed back by the vehicle, which may cause adverse effects such as vehicle delays and increased departure intervals.

[0007] If the main line vehicles can execute all plans normally, but too many spare vehicles are arranged at the first / last station of the main line, it will cause a waste of vehicle resources.

[0008] 2) The dispatching software does not plan the charging positions of vehicles at the first and last stations when making operation plans. After each operation plan is completed, the driver often parks the vehicle at a temporary charging position at the first and last stations, which is not conducive to arranging the parking position of spare vehicles at the station in advance, and it is easy to cause parking conflicts for subsequent vehicles, which brings great shunting pressure to the dispatching personnel.

[0009] 3) The dispatching software does not plan the charging time of vehicles at the first / last stop when making the operation plan. The charging time is usually determined by the driver based on the operation plan and experience, which may affect the execution of the operation plan. The accuracy and rationality need to be improved. Summary of the invention

[0010] The purpose of the present invention is to provide an operation plan adjustment method based on charging management of an electronically guided rubber-tyred system, so as to solve the problem of temporary vehicle shunting due to insufficient vehicle power during mainline operation in the prior art, while avoiding the waste of resources caused by arranging too many spare vehicles.

[0011] The purpose of the present invention is to provide an operation plan adjustment method based on charging management of an electronically guided rubber-tyred system, so as to solve the problem of unreasonable planning of charging positions for vehicles at the first / last station in the prior art.

[0012] The purpose of the present invention is to provide an operation plan adjustment method based on charging management of an electronically guided rubber-tyred system, so as to solve the problem of unreasonable charging time planning in the operation plan of the prior art.

[0013] In order to achieve the above object, the present invention proposes an operation plan adjustment method based on charging management of an electronically guided rubber tire system, comprising the following steps:

[0014] Step S1, setting the charging position layout mode, and planning the vehicle charging positions and spare vehicle parking positions;

[0015] Step S2: Formulate the original operation plan, determine whether the original operation plan meets the operation power requirements before operation, make corresponding spare vehicle arrangements to ensure the normal execution of the original timetable, plan the charging positions occupied by each train, and update the relevant information in the original operation plan;

[0016] Step S3: Plan the charging time of each train at the first / last station, and provide guidance on the charging time of the vehicles during actual operation.

[0017] In one embodiment, the charging position arrangement method in step S1 further includes:

[0018] The charging stations are on both sides of the first / last station, the crossover is in front of the station, and the spare vehicle parking spaces are on both sides of the crossover.

[0019] In one embodiment, the charging position arrangement method in step S1 further includes:

[0020] The crossover and charging position are behind the first / last station, and the spare vehicle parking spaces are on both sides of the charging position.

[0021] In one embodiment, the planning of vehicle charging spaces and spare vehicle parking spaces in step S1 further includes:

[0022] When the mainline vehicles are operating normally, the operation plan arranges the up-going vehicles to pass through the crossover before the first / last station to the down-going line, and get off passengers and recharge at the first charging station on the down-going line, or

[0023] In the operation plan, the vehicle is arranged to drop off passengers and recharge at the second charging station on the up line, pick up passengers and then drive to the down line via the crossover.

[0024] In one embodiment, the planning of vehicle charging spaces and spare vehicle parking spaces in step S1 further includes:

[0025] When a low-battery vehicle goes offline at the first / last station and a spare vehicle goes online, the operation plan arranges the low-battery vehicle going up to pass through the crossover before the first / last station to the down line, and after dropping off passengers at the first charging position on the down line, it goes offline to recharge at the charging position. The spare vehicle at the spare parking position on the up line drives to the second charging position on the up line, picks up passengers, and replaces the low-battery vehicle to execute the remaining plan. After departure, it drives to the down line via the crossover, or

[0026] In the operation plan, the low-battery vehicle on the upward line is arranged to drop off passengers and recharge at the second charging position on the upward line. The spare vehicle waiting at the spare parking position on the downward line drives to the first charging position on the downward line, picks up passengers, and replaces the low-battery vehicle to execute the remaining plan. After departure, it drives straight along the downward line.

[0027] In one embodiment, the planning of vehicle charging spaces and spare vehicle parking spaces in step S1 further includes:

[0028] When the mainline vehicles are operating normally, after the upline vehicles drop off passengers at the first / last station, the operation plan arranges for the upline vehicles to cross the crossing line after the station to drive to the downline, recharge at the first charging station on the downline, and then change ends to drive to the downside of the first / last station to pick up passengers and prepare for departure, or

[0029] In the operation plan, the upgoing vehicles are arranged to recharge at the second charging station on the upgoing line, and then change ends and drive through the crossover to the downgoing side of the first / last station to pick up passengers and prepare for departure.

[0030] In one embodiment, the planning of vehicle charging spaces and spare vehicle parking spaces in step S1 further includes:

[0031] When a low-power vehicle needs to be taken offline at the first / last station and a spare vehicle needs to be put online, arrange the low-power vehicle on the way to get off passengers at the first / last station, and then arrange the low-power vehicle to go offline to the first charging station or the second charging station for recharging;

[0032] The spare vehicle corresponding to the spare parking space on the same side or opposite side of the charging space for supplementary power travels to the down platform of the first / last station to pick up passengers and execute the remaining plan.

[0033] In one embodiment, the step S2 further comprises the following steps:

[0034] Step S21, formulate the original operation plan according to the minimum number of vehicles and the departure interval;

[0035] Step S22: according to the planning principle of step S1, the charging position for each train to stop at the first / last station is added to the original operation plan;

[0036] Step S23, calculating the maximum charging time of the vehicle after the end of one operation and before the start of the next operation;

[0037] Step S24: combining the maximum chargeable time and the fast charge power curve to obtain the maximum amount of electricity that can be replenished by the vehicle after one operation ends and before the next operation begins;

[0038] Step S25, according to the vehicle power consumption curve and the route mileage, the minimum power value required for each operation is obtained, and the minimum power value is set as the vehicle power warning value;

[0039] Step S26: According to the vehicle's power warning value and the maximum power that can be replenished, determine the matching situation between the number of vehicles on the main line and the operation target, choose whether to arrange a spare vehicle, and plan the spare vehicle to park in the corresponding parking space according to the planning principle of step S1 and the charging position of step S22.

[0040] In one embodiment, the step S26 further comprises:

[0041] If the maximum amount of electricity that can be replenished by the vehicle before each operation starts is greater than the minimum amount of electricity required for the next operation, the existing number of vehicles is sufficient for the normal execution of the operation plan, and there is no need to arrange spare vehicles;

[0042] Otherwise, the remaining power of each train after charging at the first / last station after each operation is calculated based on the initial power of all vehicles before operation;

[0043] If the maximum amount of power that a train can replenish after charging at the first / last station is below the power warning value, the train will be taken offline for recharging as a low-power vehicle, and the spare vehicle will be arranged to park at the corresponding spare vehicle parking space. The train set number of its next operation plan will be changed to the spare vehicle set number, and the low-power vehicle will become the new spare vehicle after recharging.

[0044] In one embodiment, the step S26 further comprises:

[0045] Re-update all remaining operation plans according to steps S21 to S26, wherein the operation plans include updating the planning of parking spaces in the remaining plans and whether the power of the spare vehicle can meet the operation target after it goes online;

[0046] If there are still vehicles that cannot meet the maximum power that can be replenished above the power warning value, continue to add spare vehicles until the requirements for normal execution of all operation plans are met.

[0047] In one embodiment, the step S3 further comprises:

[0048] For vehicles that need to be replaced by spare vehicles in the operation plan, when they arrive at the first / last station before being replaced, they will be arranged to be charged according to the maximum time within the departure interval.

[0049] In one embodiment, the step S3 further comprises:

[0050] Get the local daily time-of-use electricity price in advance;

[0051] When vehicles that do not need to be replaced by spare vehicles in the operation plan are charging at the first / last station, different charging time plans are made according to the valley period and peak period of time-of-use electricity prices.

[0052] In one embodiment, the step S3 of providing guidance on the charging time of the vehicle during actual operation further includes:

[0053] When the vehicle is in actual operation, based on the planning of the vehicle charging time, charging location and spare vehicle parking location in the scheduling plan, combined with real-time monitoring of the vehicle's remaining battery power and the actual occupancy of charging and parking spaces, the driver is guided on the on-board display screen on the vehicle's charging position, spare vehicle online and charging time.

[0054] The present invention provides an operation plan adjustment method based on charging management of an electronic guided rubber-tyred system. Before operation, it is determined whether the original operation plan meets the operation power demand, and corresponding spare vehicle arrangements are made to ensure the normal execution of the original timetable, effectively avoiding the situation where temporary shunting is required due to insufficient vehicle power during main line operation, while avoiding the waste of resources caused by arranging too many spare vehicles. In addition, parking locations and charging times are planned in advance in the plan. This method conducts a full power-related evaluation of the operation plan before operation, reduces the manual communication cost during main line operation, reduces shunting conflicts, and reduces the subjective uncertainty of the driver's decision on charging time based on experience. In addition, the method also reduces peak power usage, saves electricity costs, and improves the rationality of charging time. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The above and other features, properties and advantages of the present invention will become more apparent through the following description in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always represent the same features, wherein:

[0056] Figure 1 A flow chart of a method for adjusting an operation plan based on charging management of an electronically guided rubber tire system according to an embodiment of the present invention is disclosed;

[0057] Figure 2A schematic diagram of the arrangement of charging stations on both sides of the first / last station according to an embodiment of the present invention is disclosed;

[0058] Figure 3 A schematic diagram of the arrangement of charging stations behind a first / last station according to an embodiment of the present invention is disclosed;

[0059] Figure 4 A flow chart of a dispatch center positive line charging dispatch plan according to an embodiment of the present invention is disclosed. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the invention and are not used to limit the invention.

[0061] Figure 1 A flow chart of a method for adjusting an operation plan based on charging management of an electronically guided rubber tire system according to an embodiment of the present invention is disclosed. Figure 1 As shown, the present invention proposes an operation plan adjustment method based on charging management of an electronically guided rubber tire system, comprising the following steps:

[0062] Step S1, setting the charging position layout mode, and planning the vehicle charging positions and spare vehicle parking positions;

[0063] Step S2: Formulate the original operation plan, determine whether the original operation plan meets the operation power requirements before operation, make corresponding spare vehicle arrangements to ensure the normal execution of the original timetable, plan the charging positions occupied by each train, and update the relevant information in the original operation plan;

[0064] Step S3: Plan the charging time of each train at the first / last station, and provide guidance on the charging time of the vehicles during actual operation.

[0065] The electronically guided rubber-tyred system vehicles are generally composed of three modules, with a pantograph installed in the middle car, and the vehicle can be charged by raising the pantograph at the charging station.

[0066] The present invention proposes an operation plan adjustment method based on the charging management of an electronic guided rubber-tyred system, which is applicable to an electronic guided rubber-tyred system powered by a battery. The method takes into account the adjustment of the operation plan for charging management at the terminal and end stations, and is particularly applicable to the advance arrangement of operating standby vehicles when the electronic guided rubber-tyred system scheduling software formulates an operation plan. By adjusting the operation plan in advance, interference caused by temporary shunting due to insufficient vehicle power during operation can be avoided. In addition, the method also plans the charging location and charging time of the mainline vehicles at the terminal and end stations, and provides reasonable guidance for the driver to ensure smooth operation.

[0067] It should be understood that within the scope of the present invention, the above-mentioned technical features of the present invention and the technical features specifically described below (such as embodiments) can be combined and related to each other to form a preferred technical solution.

[0068] Step S1: Set the charging position layout mode and plan the vehicle charging positions and spare vehicle parking positions.

[0069] In this embodiment, two arrangements are provided for the main line fast charging positions, the standby parking positions, and the relative positions of the crossover and the first / last station, such as Figure 2 and Figure 3 As shown, the driving direction from left to right is agreed to be upward, and the driving direction from right to left is agreed to be downward.

[0070] Figure 2 A schematic diagram of the arrangement of charging stations on both sides of the first / last station according to an embodiment of the present invention is disclosed, such as Figure 2 As shown, the charging stations are on both sides of the first / last station of the island platform, the crossover is in front of the station, and the spare vehicle parking spaces are on both sides of the crossover. This layout is suitable for situations where there is not enough space behind the first / last station.

[0071] Figure 3 A schematic diagram of the arrangement of charging stations behind the first / last station according to an embodiment of the present invention is disclosed, such as Figure 3 As shown, the crossover and charging position are located behind the first / last station of the island platform, and the spare vehicle parking spaces are on both sides of the charging position. This layout is suitable for situations where there is enough space behind the first / last station but not in front of the station.

[0072] Based on the two charging position layout methods and considering the space conflict, the vehicle charging positions and spare vehicle parking spaces are planned. The specific planning method is shown below.

[0073] exist Figure 2 The layout shown in the figure considers the space conflict to plan the vehicle charging space and the spare vehicle parking space, and further includes:

[0074] When the mainline vehicles are running normally, the dispatching software arranges the up-going vehicles to pass through the crossover before the first / last station to the down-going line in the operation plan, and get off passengers and recharge at the first charging position 11 on the down-going line.

[0075] When the first charging position 11 is occupied or in some other situations, the dispatching software arranges the vehicle to the second charging position 12 of the up line to drop off passengers and recharge in the operation plan, pick up passengers and then drive to the down line through the crossover.

[0076] When a low-battery vehicle needs to be taken off line and a spare vehicle needs to be put on line at the first / last station, the dispatching software arranges the low-battery vehicle on the up line to pass through the crossover before the first / last station to the down line in the operation plan, and get off the passengers at the first charging position 11 on the down line and then go off line to recharge at this position. At this time, the spare vehicle waiting at the spare parking position 22 on the up line drives to the second charging position 12 on the up line, picks up the passengers, and replaces the low-battery vehicle to execute the remaining plan. After departure, it drives to the down line through the crossover.

[0077] When the first charging position 11 is occupied or in certain other circumstances, the scheduling software arranges in the operation plan for the low-battery vehicle on the uplink to drop off passengers at the second charging position 12 on the uplink line and then go offline to recharge at that position. At this time, the spare vehicle waiting in the spare parking position 21 on the downlink line drives to the first charging position 11 on the downlink line, picks up passengers, and executes the remaining plan instead of the low-battery vehicle, and then drives straight along the downlink line after departure.

[0078] exist Figure 3 The layout shown in the figure considers the space conflict to plan the vehicle charging space and the spare vehicle parking space, and further includes:

[0079] When the mainline vehicles are operating normally, after the upline vehicles drop off passengers at the first / last station, the dispatching software arranges the vehicles to pass through the crossover after the station and drive to the downline in the operation plan, recharge at the first charging position 11 of the downline, and then change ends and drive to the downside of the first / last station to pick up passengers and prepare for departure.

[0080] When the first charging position 11 is occupied or in some other situations, the dispatching software arranges the vehicle to recharge at the second charging position 12 on the up line in the operation plan, and then changes ends and travels to the down side of the first / last station through the crossover to pick up passengers and prepare for departure.

[0081] When a low-battery vehicle needs to be taken offline and a spare vehicle needs to be put online at the first / last station, after the low-battery vehicle drops off passengers at the first / last station platform, the dispatching software arranges the low-battery vehicle to go offline to the first charging position 11 or the second charging position 12 for recharging in the operation plan. At this time, the spare vehicle corresponding to the spare parking position 21 or the spare parking position 22 on the same side or opposite side of the charging position for recharging drives to the down platform of the first / last station to pick up passengers and execute the remaining plan.

[0082] Using the above method, the dispatching software plans charging positions for each vehicle's first / last station in advance in the operation plan to avoid one charging position being occupied by more than two trains at the same time.

[0083] The present invention provides an operation plan adjustment method based on charging management of an electronically guided rubber-tire system. Based on the layout of two charging positions and spare vehicle parking positions, the scheduling software plans the charging positions and spare vehicle parking positions after each operation plan of the vehicle, thereby reducing the cost of manual communication and vehicle shunting conflicts. This method not only improves the efficiency and accuracy of charging management, but also optimizes the vehicle operation plan, further improving the operation efficiency of the entire system.

[0084] Step S2: Formulate the original operation plan, determine whether the original operation plan meets the operation power requirements before operation, make corresponding spare vehicle arrangements to ensure the normal implementation of the original timetable, plan the charging positions occupied by each train, and update the relevant information in the original operation plan.

[0085] Based on the original operation plan formulated according to the minimum number of vehicles and departure intervals, the dispatching software determines whether the operation plan meets the operating power requirements before operation, makes corresponding spare vehicle arrangements, and plans the charging positions occupied by each train, updates the information contained in the original operation plan, and adjusts the operation plan including charging position guidance and spare vehicle replacement information.

[0086] More specifically, step S2 specifically includes the following steps:

[0087] Step S21, formulate the original operation plan according to the minimum number of vehicles and the departure interval;

[0088] Step S22: According to the charging position space planning principle in step S1, the scheduling software adds the charging positions where each train stops at the first / last station to the original operation plan.

[0089] Step S23: The dispatching software calculates the maximum charging time of the vehicle after one operation ends and before the next operation begins.

[0090] The maximum charging time of the vehicle at the first / last stop is calculated based on the departure time, arrival time and return time of each train.

[0091] exist Figure 2 In the arrangement shown, the maximum charging time is calculated as the interval between the arrival time of the vehicle at the first / last stop and the departure time.

[0092] exist Figure 3 In the layout scheme shown, the maximum charging time is calculated based on the interval between the arrival time of the vehicle at the first / last stop and the departure time, and the round-trip time of the vehicle from the first / last stop to the charging station needs to be subtracted.

[0093] Step S24: Combining the maximum charging time and the fast charging power curve, the scheduling software integrates the two to obtain the maximum amount of electricity that the vehicle can replenish after the end of one operation and before the start of the next operation.

[0094] Step S25: According to the vehicle power consumption curve and the route mileage, the dispatching software can obtain the minimum power value required for each operation, and set this minimum power value as the vehicle power warning value.

[0095] Step S26, the dispatching software determines the matching between the number of vehicles on the main line and the operation target according to the vehicle's power warning value and the maximum power that can be replenished, and arranges the spare vehicle to park at the corresponding spare vehicle parking space when necessary, and plans the spare vehicle to park at the corresponding parking space according to the planning principle of step S1 and the charging position of step S22.

[0096] Before the operation starts, the spare vehicles will be transferred to the spare vehicle parking spaces at the corresponding stations in advance, and the charging spaces occupied by each train at the first / last station will be planned in the plan.

[0097] Furthermore, the step S26 further comprises:

[0098] If the maximum amount of electricity that a vehicle can replenish at the first / last station before the start of each planned operation is greater than the minimum amount of electricity required for the next operation, the current number of vehicles can meet the normal execution of the operation plan and there is no need to arrange spare vehicles.

[0099] Otherwise, the dispatching software needs to combine the initial power of all vehicles before a day's operation and calculate the remaining power of each train after charging at the first / last station after each operation;

[0100] When it is found that a train cannot guarantee that the maximum amount of power that can be replenished is above the warning value after charging at the first / last station, or the maximum amount of power that can be replenished is below the power warning value, the train will be taken offline for charging as a low-power vehicle. The dispatching software will arrange a spare car at the station, arrange the spare car to park at the corresponding spare car parking space, and change the car group number of the next planned trip of the car to the spare car group number, which means that the spare car needs to be put online to execute the remaining plan of the original car during operation.

[0101] It should be noted that in this case, the low-battery vehicle becomes the new standby vehicle after recharging, and the dispatching software needs to re-update all remaining operation plans according to the above steps S21-S26. The operation plan includes updating the parking space planning in the remaining plans, whether the battery power of the standby vehicle can meet the operation target after it goes online, etc.

[0102] If there are still vehicles that cannot guarantee that the maximum amount of electricity that can be replenished is always above the warning value, spare vehicles will continue to be added as needed until all operation plan requirements are met and can be executed normally.

[0103] The present invention provides an operation plan adjustment method based on the charging management of the electronic guided rubber-tyred system. After obtaining the minimum number of vehicles for the line and formulating the original plan, the dispatching software will calculate the matching of the number of vehicles for the main line and the operation target according to the vehicle power consumption curve and the charging power. Under the condition of meeting the owner's departure interval requirements, that is, not changing the original departure schedule, spare vehicles are arranged at the corresponding stations as needed to avoid temporary shunting due to insufficient vehicle power during main line operation. At the same time, the method can also avoid the waste of resources caused by arranging too many spare vehicles. This method can effectively improve operational efficiency, reduce operating costs, and provide passengers with more stable and reliable services.

[0104] Step S3: Plan the charging time of each train at the first / last station, and provide guidance on the charging time of the vehicles during actual operation.

[0105] After the dispatching software adjusts the operation plan to include charging position guidance and spare vehicle replacement information, the charging time of each train at the first / last station is planned in the plan, and the vehicle is given guidance on reasonable charging time during actual operation.

[0106] The dispatching software supplements the planning of the charging time of each train at the first / last station to ensure that the power of the original vehicle can meet the normal execution of the operation plan before the spare vehicle comes online. It also obtains the local daily time-of-use electricity price policy in advance, and plans the vehicle charging time according to the principle of more charging during valley electricity periods and less charging during peak electricity periods to achieve economic maximization.

[0107] More specifically, step S3 includes the following steps:

[0108] For vehicles that need to be replaced by spare vehicles in the operation plan, the scheduling software will, in principle, always arrange for them to be charged according to the maximum time within the departure interval when they arrive at the first / last stop before being replaced.

[0109] More specifically, step S3 includes the following steps:

[0110] For other vehicles that do not need to be replaced by spare vehicles in the operation plan, the scheduling software first obtains the local daily time-of-use electricity price in advance. When the vehicle is charging at the first / last station, different charging duration plans are made according to the valley period and peak period of the time-of-use electricity price:

[0111] If the vehicle is in the off-peak period when charging at the first or last station, the scheduling software will guide it to charge for the maximum duration;

[0112] If it is during peak power periods, the scheduling software will guide the vehicle to only carry out necessary charging, provided that the vehicle's power can meet the power required for the next operation. The principle is to ensure that the sum of the vehicle's initial power before operation and its chargeable power on the main line is greater than the power required for the vehicle to execute all operation plans.

[0113] Figure 4 A flow chart of a dispatch center positive line charging dispatch plan according to an embodiment of the present invention is disclosed, such as Figure 4 As shown, when the vehicle is in operation, the dispatch software will provide the driver with guidance on the vehicle charging position, spare vehicle online and charging time on the on-board display screen in a timely manner based on the vehicle charging time, charging position and spare vehicle parking position planned in the dispatch plan, combined with real-time monitoring of the vehicle's remaining battery power and the actual occupancy of charging and parking spaces.

[0114] During operation, when a vehicle approaches the terminal, the dispatching software forwards the charging position information to the on-board display screen in the vehicle driver's cab in advance according to the planned charging potential of the mainline vehicle. Combined with the charging position and parking space occupancy detection information at the station, the mainline driver is given information on the vacant charging positions at the terminal and the driver is guided on the charging time of the vehicle according to the plan.

[0115] When the battery level of the vehicle on the main line drops to the warning value, the dispatch software notifies the spare vehicle to go online to replace the original vehicle to execute its remaining operation plan, and the low-battery vehicle goes offline for charging.

[0116] The present invention provides an operation plan adjustment method based on charging management of an electronically guided rubber-tyred system. The scheduling software plans the charging time of each train at the terminal station according to train demand and local time-of-use electricity prices, which greatly reduces the uncertainty of the driver's decision on charging time based on experience, reduces peak power usage, saves electricity costs, and improves the rationality of charging time.

[0117] In view of the characteristic that the electronic guided rubber-tyred system needs to stop at the first / last station for recharging during operation, the present invention manages the charging of the system at the first / last station by reasonably planning the number of spare vehicles, the parking positions of vehicles and the charging time of each train when formulating a plan. This not only does not change the original timetable, but also effectively avoids the situation in which the electronic guided rubber-tyred system needs to temporarily shun vehicles due to insufficient vehicle power during mainline operation or wastes resources due to arranging too many spare vehicles, thereby improving the rationality of the charging process of the electronic guided rubber-tyred system.

[0118] The operation plan adjustment method based on charging management of the electronically guided rubber tire system provided by the present invention has the following beneficial effects:

[0119] 1) Taking into full consideration the line characteristics of the electronically guided rubber-tyred system where pantograph charging stations are installed at the first and last stations, the dispatching software will arrange spare vehicles based on the actual situation such as the number of vehicles and vehicle power consumption curves before operation, which can avoid waste of resources and the adverse impact of temporary vehicle shunting on the operation plan;

[0120] 2) When making an operation plan, the dispatching software will plan charging positions for each train according to the two platform layout methods, and guide the driver on the charging positions during operation, which can reduce the cost of manual communication and also reduce shunting conflicts;

[0121] 3) When making an operation plan, the dispatching software will also plan the first / last station charging time for the vehicle, and provide reasonable charging time guidance for the vehicle based on the time-of-use electricity price policy and the basic requirements of the operation for the vehicle's power. This allows drivers to control the charging time more accurately, reduce uncertainty, and thus save electricity costs.

[0122] Although the above methods are illustrated and described as a series of actions for simplicity of explanation, it should be understood and appreciated that these methods are not limited by the order of the actions, because according to one or more embodiments, some actions may occur in a different order and / or concurrently with other actions from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art.

[0123] As shown in this application and claims, unless the context clearly indicates an exception, the words "a", "an", "an" and / or "the" do not refer to the singular and may also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of the steps and elements that have been clearly identified, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements.

[0124] The above embodiments are provided for persons familiar with the art to implement or use the present invention. Personnel familiar with the art can make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the protection scope of the present invention is not limited to the above embodiments, but should be the maximum scope of the innovative features mentioned in the claims.

Claims

1. An operation plan adjustment method based on charging management of an electronically guided rubber tire system, It is characterized in that The following steps are involved: Step S1, setting the charging position layout mode, and planning the vehicle charging positions and spare vehicle parking positions; Step S2: Formulate the original operation plan, determine whether the original operation plan meets the operation power requirements before operation, make corresponding spare vehicle arrangements to ensure the normal execution of the original timetable, plan the charging positions occupied by each train, and update the relevant information in the original operation plan; Step S3: Plan the charging time of each train at the first / last station, and provide guidance on the charging time of the vehicles during actual operation.

2. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 1, It is characterized in that The charging position arrangement method in step S1 further includes: The charging stations are on both sides of the first / last station, the crossover is in front of the station, and the spare vehicle parking spaces are on both sides of the crossover.

3. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 1, It is characterized in that The charging position arrangement method in step S1 further includes: The crossover and charging position are behind the first / last station, and the spare vehicle parking spaces are on both sides of the charging position.

4. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 2, It is characterized in that The step S1 further includes planning the vehicle charging spaces and the spare vehicle parking spaces: When the mainline vehicles are operating normally, the operation plan arranges the up-going vehicles to pass through the crossover before the first / last station to the down-going line, and get off passengers and recharge at the first charging station on the down-going line, or In the operation plan, the vehicle is arranged to drop off passengers and recharge at the second charging station on the up line, pick up passengers and then drive to the down line via the crossover.

5. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 2, It is characterized in that The step S1 further includes planning the vehicle charging spaces and the spare vehicle parking spaces: When a low-battery vehicle goes offline at the first / last station and a spare vehicle goes online, the operation plan arranges the low-battery vehicle going up to pass through the crossover before the first / last station to the down line, and after dropping off passengers at the first charging position on the down line, it goes offline to recharge at the charging position. The spare vehicle at the spare parking position on the up line drives to the second charging position on the up line, picks up passengers, and replaces the low-battery vehicle to execute the remaining plan. After departure, it drives to the down line via the crossover, or In the operation plan, the low-battery vehicle on the upward line is arranged to drop off passengers and recharge at the second charging position on the upward line. The spare vehicle waiting at the spare parking position on the downward line drives to the first charging position on the downward line, picks up passengers, and replaces the low-battery vehicle to execute the remaining plan. After departure, it drives straight along the downward line.

6. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 3, It is characterized in that The step S1 further includes planning the vehicle charging spaces and the spare vehicle parking spaces: When the mainline vehicles are operating normally, after the upline vehicles drop off passengers at the first / last station, the operation plan arranges for the upline vehicles to cross the crossing line after the station to drive to the downline, recharge at the first charging station on the downline, and then change ends to drive to the downside of the first / last station to pick up passengers and prepare for departure, or In the operation plan, the upgoing vehicles are arranged to recharge at the second charging station on the upgoing line, and then change ends and drive through the crossover to the downgoing side of the first / last station to pick up passengers and prepare for departure.

7. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 3, It is characterized in that The step S1 further includes planning the vehicle charging spaces and the spare vehicle parking spaces: When a low-power vehicle needs to be taken offline at the first / last station and a spare vehicle needs to be put online, arrange the low-power vehicle on the way to get off passengers at the first / last station, and then arrange the low-power vehicle to go offline to the first charging station or the second charging station for recharging; The spare vehicle corresponding to the spare parking space on the same side or opposite side of the charging space for supplementary power travels to the down platform of the first / last station to pick up passengers and execute the remaining plan.

8. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 1, It is characterized in that The step S2 further comprises the following steps: Step S21, formulate the original operation plan according to the minimum number of vehicles and the departure interval; Step S22: according to the planning principle of step S1, the charging position for each train to stop at the first / last station is added to the original operation plan; Step S23, calculating the maximum charging time of the vehicle after the end of one operation and before the start of the next operation; Step S24: combining the maximum chargeable time and the fast charge power curve to obtain the maximum amount of electricity that can be replenished by the vehicle after one operation ends and before the next operation begins; Step S25, according to the vehicle power consumption curve and the route mileage, the minimum power value required for each operation is obtained, and the minimum power value is set as the vehicle power warning value; Step S26: According to the vehicle's power warning value and the maximum power that can be replenished, determine the matching situation between the number of vehicles on the main line and the operation target, choose whether to arrange a spare vehicle, and plan the spare vehicle to park in the corresponding parking space according to the planning principle of step S1 and the charging position of step S22.

9. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 8, It is characterized in that The step S26 further comprises: If the maximum amount of electricity that can be replenished by the vehicle before each operation starts is greater than the minimum amount of electricity required for the next operation, the existing number of vehicles is sufficient for the normal execution of the operation plan, and there is no need to arrange spare vehicles; Otherwise, the remaining power of each train after charging at the first / last station after each operation is calculated based on the initial power of all vehicles before operation; If the maximum amount of power that a train can replenish after charging at the first / last station is below the power warning value, the train will be taken offline for recharging as a low-power vehicle, and the spare vehicle will be arranged to park at the corresponding spare vehicle parking space. The train set number of its next operation plan will be changed to the spare vehicle set number, and the low-power vehicle will become the new spare vehicle after recharging.

10. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 9, It is characterized in that The step S26 further comprises: Re-update all remaining operation plans according to steps S21 to S26, wherein the operation plans include updating the planning of parking spaces in the remaining plans and whether the power of the spare vehicle can meet the operation target after it goes online; If there are still vehicles that cannot meet the maximum power that can be replenished above the power warning value, continue to add spare vehicles until the requirements for normal execution of all operation plans are met.

11. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 1, It is characterized in that The step S3 further comprises: For vehicles that need to be replaced by spare vehicles in the operation plan, when they arrive at the first / last station before being replaced, they will be arranged to be charged according to the maximum time within the departure interval.

12. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 1, It is characterized in that The step S3 further comprises: Get the local daily time-of-use electricity price in advance; When vehicles that do not need to be replaced by spare vehicles in the operation plan are charging at the first / last station, different charging time plans are made according to the valley period and peak period of time-of-use electricity prices.

13. The operation plan adjustment method based on charging management of the electronically guided rubber tire system according to claim 1, It is characterized in that The step S3, providing guidance on the charging time of the vehicle during actual operation, further includes: When the vehicle is in actual operation, based on the planning of the vehicle charging time, charging location and spare vehicle parking location in the scheduling plan, combined with real-time monitoring of the vehicle's remaining battery power and the actual occupancy of charging and parking spaces, the driver is guided on the on-board display screen on the vehicle's charging position, spare vehicle online and charging time.

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