Energy-saving operation diagram optimization method, device, electronic equipment and medium

Abstract

The present invention provides an energy-saving operation diagram optimization method, device, electronic device, and medium, relating to the field of rail transit technology. The method comprises: determining a traction energy consumption matrix and a regenerative braking power matrix corresponding to multiple trains on a target line based on a train speed matrix and a train force matrix based on train positions at a target operation level; wherein the multiple trains are offset by the same displacement value within each power supply area of the target line; iteratively optimizing the displacement value with the optimization goal of minimizing the difference between the sum of the traction energy consumption and the sum of the regenerative braking power of the multiple trains in all power supply areas of the target line to obtain a target displacement value; determining, based on the target displacement value, time offset values corresponding to the multiple trains in each power supply area of the target line; and determining the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line. This achieves train energy conservation.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method, device, electronic equipment and medium for optimizing an operation diagram with energy saving as the goal. Background Art

[0002] On rail transit lines, the energy generated by a train during braking (regenerative braking energy) can be fed back to the contact network for use by other trains. If there are no other trains in traction nearby, this energy will be wasted. In order to make efficient use of regenerative braking energy, it is necessary to optimize and coordinate the departure time intervals of each train through the operation diagram to ensure that the energy generation and use of each train are matched as much as possible to achieve the goal of energy saving on the train. Summary of the Invention

[0003] The present invention provides a method, device, electronic equipment and medium for optimizing an operation diagram with energy saving as the goal, so as to enable efficient utilization of regenerative braking energy and achieve energy saving of trains.

[0004] In a first aspect, the present invention provides a method for optimizing an operation diagram with energy saving as the goal, comprising:

[0005] Determining, based on a train speed matrix and a train force matrix based on train positions on a target line at a target operating level, a traction energy consumption matrix and a regenerative braking power matrix corresponding to each of multiple trains on the target line; wherein the multiple trains are offset by the same displacement value within each power supply area of the target line;

[0006] Iteratively optimizing the displacement value to obtain a target displacement value, with minimizing the difference between the sum of traction energy consumption and the sum of regenerative braking electric energy of the multiple trains in all power supply areas of the target line as an optimization goal;

[0007] Determining, based on the target displacement value, time offset values corresponding to the multiple trains in each power supply area of the target line;

[0008] The departure time interval of the target line is determined based on the time offset values corresponding to the multiple trains in each power supply area of the target line.

[0009] In some embodiments, determining the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line includes:

[0010] An average value of the time offset values corresponding to the multiple trains in each power supply area of the target line is calculated, and the average value is used as the departure time interval of the target line.

[0011] In some embodiments, the method further comprises:

[0012] Based on the difference between the time offset values corresponding to the multiple trains in each power supply area of the target line and the departure time interval of the target line, the stop time of each station on the target line is adjusted.

[0013] In some embodiments, determining the time offset values corresponding to the multiple trains in each power supply area of the target line based on the target displacement value includes:

[0014] For each of the power supply areas, based on the train running speed matrix, determine the running time corresponding to when the cumulative running distance of a single train in the power supply area is equal to the target displacement value, and use the running time as the time offset value corresponding to the multiple trains in the power supply area.

[0015] In some embodiments, the iteratively optimizing the displacement value includes:

[0016] Based on the value range of the target displacement value, the displacement value is traversed and optimized starting from the minimum value of the value range with a set step size.

[0017] In some embodiments, the value range of the target displacement value is determined based on the minimum tracking interval time between trains on the target line, the average running speed of the trains, and the longest power supply area length.

[0018] In a second aspect, the present invention further provides an operation diagram optimization device for energy saving, comprising:

[0019] A first determination module is configured to determine, based on a train speed matrix and a train force matrix based on train positions on a target line at a target operating level, a traction energy consumption matrix and a regenerative braking power matrix corresponding to each of multiple trains on the target line; wherein the multiple trains are offset by the same displacement value within each power supply area of the target line;

[0020] an iterative optimization module, configured to iteratively optimize the displacement value with the optimization goal of minimizing the difference between the sum of the traction energy consumption and the sum of the regenerative braking electric energy of the multiple trains in all power supply areas of the target line to obtain a target displacement value;

[0021] A second determining module is configured to determine, based on the target displacement value, time offset values corresponding to the multiple trains in each power supply area of the target line;

[0022] The third determining module is configured to determine the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line.

[0023] In a third aspect, the present invention also provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the operation diagram optimization method for energy saving as described in the first aspect above is implemented.

[0024] In a fourth aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the operation diagram optimization method for energy saving as described in the first aspect above.

[0025] In a fifth aspect, the present invention further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the operation diagram optimization method for energy saving as described in the first aspect above.

[0026] The present invention provides an operation diagram optimization method, device, electronic equipment and medium with energy saving as the goal. The method determines the traction energy consumption matrix and regenerative braking electric energy matrix corresponding to multiple trains on the target line based on the train operation speed matrix and train force matrix based on the train position at the target operation level of the target line. The multiple trains are offset by the same displacement value in each power supply area of the target line. Then, with the optimization goal of minimizing the difference between the sum of the traction energy consumption and the sum of the regenerative braking electric energy of the multiple trains in all power supply areas of the target line, the displacement value is iteratively optimized to obtain a target displacement value. Based on the target displacement value, the time offset values corresponding to the multiple trains in each power supply area of the target line are determined. Finally, based on the time offset values corresponding to the multiple trains in each power supply area of the target line, the departure time interval of the target line is determined, so that the optimized and adjusted operation diagram can more efficiently utilize the energy generated by the train regenerative braking, thereby achieving train energy saving. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction is given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0028] Figure 1 It is a flow chart of an operation diagram optimization method for energy saving provided by the present invention;

[0029] Figure 2 This is an example diagram of several speed relative relationships related to train operation control provided by the present invention;

[0030] Figure 3This is a schematic diagram of the overlapping area of traction and braking phases of different trains within the same power supply area provided by the present invention;

[0031] Figure 4 This is an example diagram of the process of traversing and optimizing the displacement value provided by the present invention;

[0032] Figure 5 It is a structural schematic diagram of an operation diagram optimization device for energy saving provided by the present invention;

[0033] Figure 6 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0034] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0035] In this disclosure, the term "and / or" describes the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0036] In the present invention, the term "plurality" refers to two or more than two, and other quantifiers are similar to it.

[0037] In the present invention, the terms "first," "second," and the like are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, such that embodiments of the present invention can be implemented in orders other than those illustrated or described herein. Furthermore, the objects distinguished by "first" and "second" are generally of the same type, and do not limit the number of objects. For example, the first object may be one or more.

[0038] Figure 1 This is a flow chart of the operation diagram optimization method for energy saving provided by the present invention, such as Figure 1 As shown, the method includes the following steps 101, 102, 103 and 104.

[0039] Step 101: Based on the train speed matrix and train force matrix based on train positions on the target line at the target operating level, determine the traction energy consumption matrix and regenerative braking power matrix corresponding to each of the multiple trains on the target line; wherein the multiple trains are offset by the same displacement value in each power supply area of the target line.

[0040] Specifically, the present invention proposes a multi-vehicle collaborative optimization strategy for the efficient utilization of regenerative braking energy. Based on the operation of multiple trains in the same power supply section (hereinafter referred to as the power supply section) during the same period and under different operating conditions, the strategy seeks out overlapping time periods when one train is operating in a traction condition and another in a regenerative braking condition. By optimizing scheduling parameters such as the departure time interval, the overlapping time period is maximized, thereby maximizing the utilization rate of regenerative braking energy.

[0041] In the present invention, the target line can refer to any line for which the method provided herein is used to optimize the train diagram, and the target operating level can refer to any operating level, and the present invention does not impose any limitations thereon. For example, to optimize the train diagram for a particular line at a fixed operating level, the train speed matrix and train force matrix based on train position at that fixed operating level must first be determined.

[0042] The train speed matrix based on train position is used to represent the train's operating speed information at different locations. It can be determined based on the various speed curves related to train operation control on the line, as well as factors affecting train speed, such as traction, braking force, resistance, and train mass. The train force matrix based on train position is used to represent the various forces acting on the train at different locations. It can be determined based on the relevant formulas for force and speed, as well as the train's operating speed information at different locations. The forces include, for example, traction and braking force.

[0043] Based on the above-mentioned train speed matrix and train force matrix, the traction energy consumption matrix and regenerative braking power matrix corresponding to each of the multiple trains on the line can be further determined. Among them, the traction energy consumption matrix is used to characterize the energy consumption caused by traction at different positions of the train in different power supply areas, which can be determined based on the train speed matrix and the train traction force matrix. The regenerative braking power matrix is used to characterize the electric energy generated by regenerative braking at different positions of the train in different power supply areas, which can be determined based on the train speed matrix and the train braking force matrix.

[0044] For ease of description, the following text uses two trains as an example. For example, Train 1 and Train 2 have the same displacement value in each power supply area of the line. It can be understood that the situation can be extended to multiple trains, that is, any two adjacent trains have the same displacement value in each power supply area of the line. The subsequent expansion of other contents to multiple trains can be deduced by referring to the two trains, and will not be elaborated one by one.

[0045] The following combination Figure 2 and Figure 3 The process of determining the traction energy consumption matrix and the regenerative braking electric energy matrix is described with an example. Figure 2 This is an example diagram of several speed relative relationships related to train operation control provided by the present invention. Figure 3 This is a schematic diagram of the overlapping area of traction and braking phases of different trains within the same power supply area provided by the present invention.

[0046] The various levels of speed related to train operation control include the maximum train operation speed limit, the Automatic Train Protection (ATP) system speed limit, the ATP emergency brake trigger speed, the Automatic Train Operation (ATO) target speed, and the ATO operating speed.

[0047] Maximum train speed limit: The maximum train speed level determined based on line conditions and operational requirements to meet line planning functions.

[0048] ATP System Speed Limit: The speed a train cannot exceed in curves, turnouts, or platforms while ensuring safe operation and a certain level of comfort. This includes the curve critical speed, turnout critical speed, and platform critical speed. Also known as the ATP ceiling speed.

[0049] ATP Emergency Brake Intervention (EBI) speed: This is the speed at which the ATP system automatically implements emergency braking safety measures to prevent the train from exceeding the ATP ceiling speed.

[0050] ATO target speed (referred to as target speed): In ATO mode, the speed at which the train is expected to continue running. The signal ATO subsystem controls the train's running speed to fluctuate slightly above and below the target speed.

[0051] ATO operating speed (abbreviated as operating speed): The actual speed of the ATO vehicle control curve, which can fluctuate up and down based on the target speed.

[0052] Since the line conditions of a line are stable, that is, the above-mentioned speed levels are determined according to the position of the line, and after the operating level is determined, the operating speed of a single train on a certain line is fixed.

[0053] Define ATP emergency brake trigger speed as , ATO target speed is , ATO running speed is Since fixed 、 , which can be expressed by the following formula:

[0054] (1)

[0055] (2)

[0056] Where, Indicates different locations ATP emergency brake trigger speed at Indicates different locations ATO target speed at Indicates the number of partition positions.

[0057] The ATO target speed is lower than the ATP emergency brake trigger speed at any position, that is:

[0058] (3)

[0059] The train operation is mainly affected by traction, braking force and resistance, as shown in the following formula:

[0060] (4)

[0061] Where, Indicates running speed Over time The rate of change, that is, acceleration. Indicates traction force (related to running speed Related), Indicates braking force (related to running speed Related), Indicates the resistance encountered by the train during operation (related to the running speed) Related), Indicates the train quality.

[0062] The traction force on the train is generated by the traction motor, and the direction of the traction force is the same as the direction of the train's movement. When the train performs the traction process, the motor consumes electricity from the traction grid. The formula is as follows:

[0063] (5)

[0064] (6)

[0065] Where, Display and running speed For the target speed at the same position (or time), the speed unit in formulas (5) and (6) is m / s. and All are empirical constants.

[0066] According to formula (5), when the difference between the operating speed and the target speed is within a certain range, the traction force is 0. According to formula (6), the traction force increases in a constant-proportional curve in the low-speed range and decreases in an inversely proportional curve in the medium- and high-speed range. Formula (5) is the first judgment condition and has a higher priority than formula (6).

[0067] Braking force is a force generated by the train's braking system in the opposite direction of its movement, in order to achieve the purpose of slowing down the train. Train braking is divided into two modes: mechanical braking and electric braking. Mechanical braking generates braking force through the friction of brake shoes. When the train is at an extremely low speed, the braking force generated by the electric braking method is small, and is compensated by mechanical braking, thereby ensuring that the total braking force of the train remains stable at low speeds. Electric braking is further divided into regenerative braking and resistance braking. Regenerative braking is the reversal of the motor to convert kinetic energy into electrical energy, and then the electrical energy is fed back to the power grid through the train's traction inverter system for use by other trains. In order to simplify the model, the present invention sets the train braking method mainly as an electric braking method with regenerative braking as the main method. By referring to the relevant experience manual, the braking force can be obtained. The formula is as follows:

[0068] when ( Display and running speed Corresponding to the ATP emergency brake triggering speed at the same position (or time), then:

[0069] (7)

[0070] The unit of speed in formula (7) is m / s. All are empirical constants.

[0071] when ,but:

[0072] (8)

[0073] Refer to the relevant experience manual to get the resistance The formula is as follows:

[0074] (9)

[0075] Where, All are empirical constants.

[0076] Acceleration of the train during operation The formula is as follows:

[0077] (10)

[0078] The speed unit in formula (10) is m / s. According to formula (10), when the train speed is less than the target speed by more than 5 km / h, traction is applied. When the speed is within ±5 km / h of the target speed, the train coasts. When the speed is more than 5 km / h above the target speed, braking is applied.

[0079] Train speed The formula is:

[0080] (11)

[0081] Where, represents the initial velocity, Can be 0 m / s.

[0082] Train running distance The calculation formula is:

[0083] (12)

[0084] In order to ensure accurate stopping requirements, take the train running from station A to station B as an example, assuming that the distance from station A to station B is , the distance of train operation must be guaranteed exist To ensure that the train doors can open and close normally.

[0085] (13)

[0086] Energy consumption due to traction The formula is:

[0087] (14)

[0088] Where, The efficiency factor of converting traction into actual kinetic energy is discretized. Assuming that the unit time is the cycle, the energy consumption formula is:

[0089] (15)

[0090] Where, represents the number of discretized periods, Indicates each cycle The average speed within Indicates each cycle The average traction force within.

[0091] Electric energy generated by regenerative braking The formula is:

[0092] (16)

[0093] Where, The efficiency factor of regenerative braking converted into actual electrical energy is expressed as follows. Discrete the energy consumption formula and assume that the unit time is the cycle. The energy consumption formula is:

[0094] (17)

[0095] Where, represents the number of discretized periods, Indicates each cycle The average speed within Indicates each cycle The average braking force within the vehicle.

[0096] The above formula clearly defines the train's operating speed and acceleration at a fixed position under a certain operating level. This also allows for further analysis of the different stages of traction, coasting, and braking that a train will enter at different locations. Therefore, multiple trains in the same power supply area may experience different operating conditions during the same time period. Based on these different operating conditions, the goal is to identify overlapping periods where one train is operating in traction while another is in regenerative braking. By adjusting dispatching parameters such as departure time intervals to maximize these overlapping periods, the utilization of regenerative braking energy can be maximized. Figure 3 That is, the schematic diagram of the overlapping area of traction and braking phases of different trains in the same power supply area provided by the present invention, such as Figure 3 As shown in the figure, the blue curve represents the running speed curve of the train. There is traction and braking coordination between Train 1 and Train 2. The red filled part in the figure represents the traction energy required by the train, and the green filled part represents the regenerative braking energy generated by the train. In the overlapping part of the running speed curves of Train 1 and Train 2 on the time axis, that is, during the time period corresponding to the gray filled part in the figure, a part of the regenerative braking energy generated by Train 1 (that is, the regenerative braking energy generated by Train 1 reused in the figure) is reused through the power supply rail to provide part of the energy for the traction stage of Train 2. It can be understood that the longer the time period corresponding to the gray filled part, the higher the utilization rate of the regenerative braking energy.

[0097] Taking train 1 and train 2 as an example, the running curve of train 1 and the running curve of train 2 can be offset by a certain time ( Indicated), the fitting rate between the traction curve of one train and the braking curve of another train in the same power supply area is maximized to achieve energy saving of multiple vehicles.

[0098] For example, the minimum tracking interval between two trains must be greater than 90s (to ensure driving safety). Assuming that the longest power supply area on the line is 3600m long and the average speed of the train on this line is 10m / s (equivalent to 36km / h), if the time offset exceeds 360s (i.e., it is impossible for two trains to enter the same power supply area), regenerative braking will no longer work. Need to meet:

[0099] (18)

[0100] Power supply area distribution of a certain line It can be expressed by the following formula:

[0101] (19)

[0102] Where, Indicates the number of power supply areas of the line. Indicates each power supply area, It can be expressed as:

[0103] (20)

[0104] Where, and Respectively represent power supply areas The starting and ending positions.

[0105] Assuming that the train has a fixed traction and braking force corresponding to the line position, its force It can be expressed by the following formula:

[0106] (twenty one)

[0107] Where, Indicates the number of partition positions, Indicates different locations The corresponding force may be traction or braking force based on different positions of the line. The traction force can be defined as a negative value. It can be expressed as follows:

[0108] (twenty two)

[0109] Where, Indicates location The corresponding traction force, Indicates location The corresponding braking force.

[0110] Since the force acting on the train based on the line position is fixed, the running speed of the train based on the line position is is also fixed and can be expressed by the following formula:

[0111] (twenty three)

[0112] Where, Indicates different locations The corresponding running speed.

[0113] The above formula (23) represents the train speed matrix based on the train position, and formula (22) represents the train force matrix based on the train position.

[0114] Discretize the energy consumption and assume For a period, the traction energy consumption of train 1 in each power supply area can be expressed as:

[0115] (twenty four)

[0116] Where, represents the traction energy consumption of train 1, Indicates that train 1 is in the power supply area Traction energy consumption, Respectively represent the number of discretized cycles corresponding to different power supply areas, Indicates that train 1 is in the power supply area Location Corresponding units The average traction force within Indicates that train 1 is in the power supply area Location Corresponding units The average speed within the Corresponding units , which can refer to the position A starting point time.

[0117] Discretize the energy consumption and assume For a period, the regenerative braking energy of train 1 in each power supply area can be expressed as:

[0118] (25)

[0119] Where, represents the regenerative braking energy of train 1, Indicates that train 1 is in the power supply area Regenerative braking energy within Respectively represent the number of discretized cycles corresponding to different power supply areas, Indicates that train 1 is in the power supply area Location Corresponding units The average braking force within Indicates that train 1 is in the power supply area Location Corresponding units Average speed within.

[0120] The time problem of the offset of train 2 relative to train 1 can be transformed into the relative displacement problem of train 2 relative to train 1. First solve the relative displacement problem, and then solve the corresponding time problem. Assume that train 2 is offset by a fixed displacement value relative to train 1 in each power supply area of the line. , then the traction energy consumption and regenerative braking energy of train 2 in each power supply area can be expressed as:

[0121] (26)

[0122] (27)

[0123] Where, represents the traction energy consumption of train 2, Indicates that train 2 is in the power supply area Traction energy consumption, Respectively represent the number of discretized cycles corresponding to different power supply areas, Indicates that train 2 is in the power supply area Location Corresponding units The average traction force within Indicates that train 2 is in the power supply area Location Corresponding units Average speed within. represents the regenerative braking energy of train 2, Indicates that train 2 is in the power supply area Regenerative braking energy within Indicates that train 2 is in the power supply area Location Corresponding units Average braking force within.

[0124] The above formula (24) represents the traction energy consumption matrix corresponding to train 1, formula (25) represents the regenerative braking power matrix corresponding to train 1, formula (26) represents the traction energy consumption matrix corresponding to train 2, and formula (27) represents the regenerative braking power matrix corresponding to train 2.

[0125] Step 102 : Taking minimizing the difference between the sum of traction energy consumption and the sum of regenerative braking electric energy of multiple trains in all power supply areas of the target line as the optimization goal, the displacement value is iteratively optimized to obtain a target displacement value.

[0126] Specifically, after determining the traction energy consumption matrix and regenerative braking power matrix corresponding to Train 1 and Train 2, the next step is to minimize the difference between the sum of the traction energy consumption and the sum of the regenerative braking power of the two trains in all power supply areas of the target line as the optimization goal, and solve for the optimal displacement value of the offset between the two trains, that is, the target displacement value.

[0127] Obviously, the electric energy generated by regenerative braking must be less than the electric energy lost by traction. The difference between the sum of the traction energy consumption and the sum of the regenerative braking electric energy of the two trains in all power supply areas of the target line is the optimization objective function. It can be expressed as follows:

[0128] (28)

[0129] In some embodiments, the range of target displacement values can be determined based on the minimum tracking interval time between trains on the target line, the average running speed of the trains, and the longest power supply area length, so that the setting of the range of values is more reasonable and accurate.

[0130] For example, assuming that the minimum tracking interval between trains on the target line must be greater than 90s, the average train speed is 10m / s, and the longest power supply area on the line is 3600m, then The value range of (unit: m) is:

[0131] (29)

[0132] In the range of target displacement value, by continuously iteratively optimizing the displacement value, the objective function can be finally obtained. The minimized displacement value is the target displacement value. There are many specific methods for iteratively optimizing the displacement value, which can be found in various existing optimization problem solving methods and are not specifically limited here.

[0133] In some embodiments, the displacement value is iteratively optimized, including:

[0134] Based on the target displacement value range, the displacement value is traversed and optimized starting from the minimum value in the range with a set step size.

[0135] For example, with a step length of 10 m, starting from the minimum value of the target displacement value range, taking formula (29) as an example, the displacement values can be taken as 910 m, 920 m, 930 m, ..., 3590 m, respectively, and the objective function corresponding to different displacement values can be solved respectively. The value of , thus making the objective function The displacement value with the smallest value is the target displacement value.

[0136] The algorithm logic of traversal optimization is relatively simple, easy to understand and implement, and is an effective and reliable solution method.

[0137] Figure 4 This is an example diagram of the process of traversing and optimizing the displacement value provided by the present invention, such as Figure 4 As shown, we can first set an objective function Initial value of As the initial stored objective function value (i.e. pre-stored ), and then traverse different displacement values with a step length of 10 meters to solve the objective function corresponding to different displacement values Value , each time you find a value, then the The value is compared with the currently stored objective function value (i.e. the existing stored value in the figure). If the value is greater than the currently stored objective function value, the currently stored objective function value remains unchanged and the next displacement value is traversed. If the value is smaller than the currently stored objective function value, the currently stored objective function value is updated to the Value (also record the The displacement value corresponding to the objective function value is then traversed, and the next displacement value is traversed until all displacement values are traversed. The process ends and the displacement value corresponding to the final stored objective function value is used as the target displacement value.

[0138] Step 103: Determine the time offset values corresponding to the multiple trains in each power supply area of the target line based on the target displacement value.

[0139] Specifically, as mentioned above, the time problem of the offset of train 2 relative to train 1 can be converted into a relative displacement problem of train 2 relative to train 1. The relative displacement problem is solved first, and then the corresponding time problem is solved. Therefore, after determining the target displacement value, it is necessary to convert the displacement value into the time offset value corresponding to the two trains in each power supply area of the target line. In specific implementation, the conversion can be performed based on the relationship between time, speed, acceleration, and distance, which is not limited here.

[0140] It can be understood that since the forces and speeds corresponding to different positions are different, Under the same circumstances, the corresponding time offset value in each power supply area Not all are the same.

[0141] In some embodiments, determining the time offset values corresponding to the plurality of trains in each power supply area of the target line based on the target displacement value includes:

[0142] For each power supply area, based on the train running speed matrix, the running time corresponding to when the cumulative running distance of a single train in the power supply area is equal to the target displacement value is determined, and the running time is used as the time offset value corresponding to multiple trains in the power supply area.

[0143] For example, for a certain power supply area, the target displacement value can be converted into the corresponding time offset value. Time discretization can be performed with a period of 0.2 s according to the formula (23) and formulas (10), (11), (12), etc. mentioned above. The running distance of a single train in the power supply area is accumulated starting from the reference point position (which can be flexibly set, for example, it can be the starting position of the power supply area or other positions). When the running distance is equal to the target displacement value, the calculation is stopped, and the train running time corresponding to the running distance is used as the corresponding time offset value in the power supply area.

[0144] Through the above method, the target displacement value can be simply and quickly converted into the time offset value corresponding to the power supply area, thereby completing the operation diagram optimization more efficiently.

[0145] Step 104 : Determine the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line.

[0146] Specifically, the time offset value corresponding to each power supply area is obtained Afterwards, the departure time interval can be adjusted based on these different Finalized.

[0147] In some embodiments, determining the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line includes:

[0148] The average value of the time offset values corresponding to multiple trains in each power supply area of the target line is calculated, and the average value is used as the departure time interval of the target line.

[0149] For example, suppose a line has K Stations, corresponding K -1 zone (power supply zone), optimal departure time interval It can be:

[0150] (30)

[0151] Where, Indicates different intervals The corresponding time offset value .

[0152] The present invention provides an operation diagram optimization method with energy saving as the goal. The method determines the traction energy consumption matrix and regenerative braking electric energy matrix corresponding to multiple trains on the target line based on the train operation speed matrix and the train force matrix based on the train position at the target operation level of the target line. The multiple trains are offset by the same displacement value in each power supply area of the target line. Then, with minimizing the difference between the sum of the traction energy consumption and the sum of the regenerative braking electric energy of the multiple trains in all power supply areas of the target line as the optimization goal, the displacement value is iteratively optimized to obtain a target displacement value. Based on the target displacement value, the time offset values corresponding to the multiple trains in each power supply area of the target line are determined. Finally, based on the time offset values corresponding to the multiple trains in each power supply area of the target line, the departure time interval of the target line is determined, so that the optimized and adjusted operation diagram can more efficiently utilize the energy generated by the train regenerative braking, thereby achieving train energy saving.

[0153] In some embodiments, the method further comprises:

[0154] Based on the difference between the time offset values corresponding to the multiple trains in each power supply area of the target line and the departure time interval of the target line, the stop time of each station on the target line is adjusted.

[0155] Specifically, due to the time offset value solved for each interval Different from this, the present invention proposes that the time offset value solved for each interval can be calculated based on the optimization of the departure time interval. The difference between the departure time and the stop time of each station on the target line is used to adjust the stop time of each station on the target line.

[0156] For example, under the premise of ensuring that there is enough time for passengers to get on and off, the time difference in the interval (i.e., the time offset value) can be Time interval with departure The difference between the two) is transferred to the stop time of each station (with additions and subtractions). The adjusted stop time It is expressed as follows:

[0157] (31)

[0158] Where, Respectively represent the 1st, 2nd, ..., K -1. K The stop time before the adjustment of each station, Indicates different intervals The corresponding time offset value .

[0159] By optimizing the stop time described above, the time offset between trains can be achieved more accurately, thereby achieving train energy saving more efficiently.

[0160] The following describes the operation diagram optimization device for energy saving provided by the present invention. The operation diagram optimization device for energy saving described below and the operation diagram optimization method for energy saving described above can refer to each other.

[0161] Figure 5 This is a schematic diagram of the structure of the operation diagram optimization device for energy saving provided by the present invention, such as Figure 5 As shown, the device includes:

[0162] A first determining module 510 is configured to determine a traction energy consumption matrix and a regenerative braking power matrix corresponding to each of multiple trains on the target line based on a train speed matrix and a train force matrix based on train positions at a target operating level for the target line; wherein the multiple trains are offset by the same displacement value within each power supply area of the target line;

[0163] An iterative optimization module 520 is configured to iteratively optimize the displacement value to obtain a target displacement value, with the optimization objective being to minimize the difference between the sum of the traction energy consumption and the sum of the regenerative braking electric energy of multiple trains in all power supply areas of the target line;

[0164] A second determining module 530 is configured to determine, based on the target displacement value, time offset values corresponding to the plurality of trains in each power supply area of the target line;

[0165] The third determining module 540 is configured to determine the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line.

[0166] In some embodiments, determining the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line includes:

[0167] The average value of the time offset values corresponding to multiple trains in each power supply area of the target line is calculated, and the average value is used as the departure time interval of the target line.

[0168] In some embodiments, the apparatus further comprises:

[0169] The adjustment module is used to adjust the stop time of each station on the target line based on the difference between the time offset values corresponding to multiple trains in each power supply area of the target line and the departure time interval of the target line.

[0170] In some embodiments, determining the time offset values corresponding to the plurality of trains in each power supply area of the target line based on the target displacement value includes:

[0171] For each power supply area, based on the train running speed matrix, the running time corresponding to when the cumulative running distance of a single train in the power supply area is equal to the target displacement value is determined, and the running time is used as the time offset value corresponding to multiple trains in the power supply area.

[0172] In some embodiments, the displacement value is iteratively optimized, including:

[0173] Based on the target displacement value range, the displacement value is traversed and optimized starting from the minimum value in the range with a set step size.

[0174] In some embodiments, the range of target displacement values is determined based on the minimum tracking interval time between trains on the target line, the average running speed of the trains, and the length of the longest power supply area.

[0175] It should be noted here that the above-mentioned operation diagram optimization device for energy saving provided by the present invention can implement all the method steps implemented by the above-mentioned method embodiment, and can achieve the same technical effect. The parts and beneficial effects that are the same as the method embodiment in this embodiment will not be described in detail here.

[0176] Figure 6 Schematic diagram of the structure of the electronic device provided by the present invention, such as Figure 6 As shown, the electronic device may include: a processor 610 , a communications interface 620 , a memory 630 and a communication bus 640 , wherein the processor 610 , the communications interface 620 and the memory 630 communicate with each other via the communication bus 640 . The processor 610 can call the logic instructions in the memory 630 to execute the above-mentioned operation diagram optimization method with energy saving as the goal, for example, including: based on the train operation speed matrix and train force matrix based on the train position at the target operation level of the target line, determining the traction energy consumption matrix and regenerative braking power matrix corresponding to each of the multiple trains on the target line; wherein, the multiple trains are offset by the same displacement value in each power supply area of the target line; with the optimization goal of minimizing the difference between the sum of the traction energy consumption and the sum of the regenerative braking power of the multiple trains in all power supply areas of the target line, iteratively optimize the displacement value to obtain the target displacement value; based on the target displacement value, determine the time offset values corresponding to the multiple trains in each power supply area of the target line; based on the time offset values corresponding to the multiple trains in each power supply area of the target line, determine the departure time interval of the target line.

[0177] Furthermore, the logic instructions in the aforementioned memory 630 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0178] It should be noted here that the above-mentioned electronic device provided by the present invention can implement all the method steps implemented in the above-mentioned method embodiment and can achieve the same technical effects. The parts and beneficial effects that are the same as those in the method embodiment will not be described in detail here.

[0179] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned operation diagram optimization method with energy saving as the goal, for example, including: determining the traction energy consumption matrix and regenerative braking power matrix corresponding to multiple trains on the target line based on the train operation speed matrix and train force matrix based on the train position at the target operation level of the target line; wherein, multiple trains are offset by the same displacement value in each power supply area of the target line; with the optimization goal of minimizing the difference between the sum of traction energy consumption and the sum of regenerative braking power of multiple trains in all power supply areas of the target line, iteratively optimize the displacement value to obtain the target displacement value; based on the target displacement value, determine the time offset values corresponding to multiple trains in each power supply area of the target line; based on the time offset values corresponding to multiple trains in each power supply area of the target line, determine the departure time interval of the target line.

[0180] It should be noted here that the above-mentioned non-transitory computer-readable storage medium provided by the present invention can implement all the method steps implemented by the above-mentioned method embodiment and can achieve the same technical effect. The parts and beneficial effects that are the same as the method embodiment in this embodiment will not be described in detail here.

[0181] On the other hand, the present invention also provides a computer program product, which includes a computer program, which can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the above-mentioned operation diagram optimization method with energy saving as the goal, for example, including: based on the train operation speed matrix and train force matrix based on the train position at the target operation level of the target line, determining the traction energy consumption matrix and regenerative braking power matrix corresponding to multiple trains on the target line; wherein, multiple trains are offset by the same displacement value in each power supply area of the target line; with the optimization goal of minimizing the difference between the sum of traction energy consumption and the sum of regenerative braking power of multiple trains in all power supply areas of the target line, iteratively optimize the displacement value to obtain the target displacement value; based on the target displacement value, determine the time offset values corresponding to multiple trains in each power supply area of the target line; based on the time offset values corresponding to multiple trains in each power supply area of the target line, determine the departure time interval of the target line.

[0182] It should be noted here that the above-mentioned computer program product provided by the present invention can implement all the method steps implemented by the above-mentioned method embodiment and can achieve the same technical effects. The parts and beneficial effects that are the same as those in the method embodiment will not be described in detail here.

[0183] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0184] Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence of the above technical solution, or the portion that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, or an optical disk, and includes a number of instructions for causing a computer device (such as a personal computer, server, or network device) to execute the methods described in each embodiment or certain portions of the embodiments.

[0185] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A method for optimizing an operation diagram with energy saving as the goal, characterized in that: include: Determining, based on a train operating speed matrix and a train force matrix based on train positions on a target line at a target operating level, a traction energy consumption matrix and a regenerative braking electric energy matrix corresponding to each of multiple trains on the target line; wherein the multiple trains are offset by the same displacement value within each power supply area of the target line, the traction energy consumption matrix is used to represent the energy consumption caused by traction corresponding to different positions of the train in different power supply areas, and the regenerative braking electric energy matrix is used to represent the electric energy generated by regenerative braking corresponding to different positions of the train in different power supply areas; Taking minimizing the difference between the sum of traction energy consumption and the sum of regenerative braking electric energy of the multiple trains in all power supply areas of the target line as an optimization goal, iteratively optimizing the displacement value to obtain a target displacement value; Determining, based on the target displacement value, time offset values corresponding to the multiple trains in each power supply area of the target line; Determining a departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line; The determining, based on the target displacement value, the time offset values corresponding to the multiple trains in each power supply area of the target line respectively includes: For each of the power supply areas, based on the train running speed matrix, determine the running time corresponding to when the cumulative running distance of a single train in the power supply area is equal to the target displacement value, and use the running time as the time offset value corresponding to the multiple trains in the power supply area.

2. The method for optimizing an operation diagram with energy saving as the goal according to claim 1, characterized in that: The determining of the departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line includes: An average value of the time offset values corresponding to the multiple trains in each power supply area of the target line is calculated, and the average value is used as the departure time interval of the target line.

3. The method for optimizing an operation diagram with energy saving as the goal according to claim 1 or 2, characterized in that: The method further comprises: Based on the difference between the time offset values corresponding to the multiple trains in each power supply area of the target line and the departure time interval of the target line, the stop time of each station on the target line is adjusted.

4. The method for optimizing an operation diagram with energy saving as the goal according to claim 1, characterized in that: The iterative optimization of the displacement value includes: Based on the value range of the target displacement value, the displacement value is traversed and optimized starting from the minimum value of the value range with a set step size.

5. The method for optimizing an operation diagram with energy saving as the goal according to claim 1 or 4, characterized in that: The value range of the target displacement value is determined based on the minimum tracking interval time between trains on the target line, the average running speed of the trains, and the longest power supply area length.

6. A running diagram optimization device with energy saving as the goal, characterized in that: include: A first determination module is configured to determine, based on a train operating speed matrix and a train force matrix based on train positions on a target line at a target operating level, a traction energy consumption matrix and a regenerative braking electric energy matrix corresponding to each of multiple trains on the target line; wherein the multiple trains are offset by the same displacement value within each power supply area of the target line, the traction energy consumption matrix is used to represent the energy consumption caused by traction corresponding to different positions of the trains in different power supply areas, and the regenerative braking electric energy matrix is used to represent the electric energy generated by regenerative braking corresponding to different positions of the trains in different power supply areas; an iterative optimization module, configured to iteratively optimize the displacement value with the optimization goal of minimizing the difference between the sum of the traction energy consumption and the sum of the regenerative braking electric energy of the multiple trains in all power supply areas of the target line to obtain a target displacement value; A second determining module is configured to determine, based on the target displacement value, time offset values corresponding to the multiple trains in each power supply area of the target line; A third determining module is configured to determine a departure time interval of the target line based on the time offset values corresponding to the multiple trains in each power supply area of the target line; The determining, based on the target displacement value, the time offset values corresponding to the multiple trains in each power supply area of the target line respectively includes: For each of the power supply areas, based on the train running speed matrix, determine the running time corresponding to when the cumulative running distance of a single train in the power supply area is equal to the target displacement value, and use the running time as the time offset value corresponding to the multiple trains in the power supply area.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the computer program, the operation diagram optimization method with energy saving as the goal is implemented as described in any one of claims 1 to 5.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the operation diagram optimization method for energy saving as claimed in any one of claims 1 to 5 is implemented.

9. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the operation diagram optimization method for energy saving as claimed in any one of claims 1 to 5 is implemented.

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