A method and device for synergistic energy-saving control of a train

Abstract

The application provides a train synergistic energy-saving control method and device. The method comprises the following steps: in response to an operation instruction, obtaining the running state, the whole train demand level and the traction system efficiency parameter of the train; the running state comprises a running speed and a running working condition; from a preset optimization model, selecting a target optimization model corresponding to the running working condition; based on the whole train demand level, combining the number of power units of the train, and constructing a constraint model; taking the optimization of the target optimization model as a target, combining the constraint model, the whole train demand level, the running speed and the traction system efficiency parameter, performing torque optimization distribution calculation to obtain an optimization distribution result; and controlling the power unit of the train to output corresponding torque according to the optimization distribution result. Under the premise of meeting the whole train torque demand, based on the traction system efficiency parameter, the optimization is performed with the efficiency optimization as a target, the torque of each power unit is optimized and distributed, the running efficiency of the whole train is improved, and the energy saving and consumption reduction of the train are realized.

Description

Technical Field

[0001] This invention relates to the field of train efficiency improvement and energy saving technology, and in particular to a train efficiency improvement and energy saving control method and device. Background Technology

[0002] In recent years, with the vigorous development of rail transit vehicles and intelligent rail transit trains in my country, trains are moving towards a greener and more efficient direction. Train power has evolved from centralized drive at the locomotive to multiple power units working together, significantly increasing power. At the same time, modular design has improved the redundancy and reliability of trains.

[0003] In traditional methods, energy-saving control of trains focuses on the research of ATO (Automatic Train Operation) train automatic control, which uses a weighted combination of indicators such as safety, punctuality, and energy saving rate to dynamically plan the train's running time and speed, and each power unit module adopts a fixed ratio of torque distribution.

[0004] Because the efficiency of the traction system has a non-linear relationship with motor torque and speed, the efficiency of the traction system will vary at the same speed depending on factors such as the motor efficiency map when different torque distributions are applied. Furthermore, the traditional fixed-ratio torque distribution method cannot achieve optimal traction efficiency for the entire vehicle. Summary of the Invention

[0005] This invention provides a train efficiency-enhancing and energy-saving control method and device, which obtains the most efficient torque optimization distribution strategy while meeting the overall vehicle torque requirements, thereby achieving energy saving and consumption reduction of the train.

[0006] In a first aspect, the present invention provides a method for improving the efficiency and saving energy of a train, comprising: In response to operating commands, the system acquires the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating conditions. Select the target optimization model corresponding to the operating condition from the preset optimization models; Based on the overall vehicle demand level and the number of power units in the train, a constraint model is constructed. With the goal of optimizing the target optimization model as the objective, and in conjunction with the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result; The power unit of the train is controlled to output the corresponding torque according to the optimized allocation result.

[0007] Optionally, the operating conditions include: traction operating conditions and regenerative braking operating conditions; the optimization models include: traction operating condition optimization model and regenerative braking operating condition optimization model; selecting the target optimization model corresponding to the operating conditions from the preset optimization models includes: If the operating condition is the traction condition, then the traction condition optimization model is selected as the target optimization model; If the operating condition is the regenerative braking condition, then the optimization model for the regenerative braking condition is selected as the target optimization model.

[0008] Optionally, the traction condition optimization model is: ; or ; The optimization model for regenerative braking is as follows: ; or ; The constraint model is as follows: ; in, The active power of the motor. For traction power loss, This is the proportionality coefficient. For the first One power unit, To be allocated to the The level of each power unit The output shaft speed of the power unit is the shaft end speed. The transmission ratio is... For the first Each power unit operates at a speed and torque of Gearbox transmission efficiency at that time For the first Each power unit operates at a speed and torque of The efficiency of the four-quadrant rectifier is calculated as follows: For DC power supply systems, which do not have a four-quadrant rectifier stage, the conversion efficiency is taken as 1.0. For AC power supply systems, different phase shift angles are used for carrier phase shift control based on the number of multiple four-quadrant rectifiers operating. For the first Each power unit operates at a speed and torque of Motor efficiency at that time For the number of power units, For motor feedback power, For braking power loss, This is at the vehicle level.

[0009] Optionally, with the optimization of the target model as the objective, and combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimized allocation result, including: With the goal of optimizing the target model as the objective, online optimization is performed by combining the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters to obtain multiple level allocation results. From all the position allocation results, the position allocation result with the best efficiency is selected as the optimized allocation result.

[0010] Optionally, with the optimization of the target model as the objective, and combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimized allocation result, including: With the optimization model as the target, offline calculations are performed by combining the constraint model and the traction system efficiency parameters to establish the mapping relationship between vehicle speed, vehicle level and power unit level. Based on the train speed, the corresponding real-time vehicle rotation speed is calculated, and combined with the overall vehicle demand level, the most efficient level allocation result is determined from the mapping relationship as the optimized allocation result.

[0011] Optionally, with the optimization of the target model as the objective, and in conjunction with the constraint model, the vehicle demand level, and the operating speed, torque optimization allocation calculation is performed to obtain the optimized allocation result, including: Based on the constraint model and the vehicle-level requirements, determine the minimum number of power units required to meet the vehicle-level requirements. The vehicle-level requirements are evenly distributed based on the minimum number of power units to obtain the optimized distribution result.

[0012] Optionally, after the step of controlling the power unit of the train to output the corresponding torque according to the optimized allocation result, the method further includes: The power unit with a torque distribution of 0 adopts a weak magnetic standby and / or shutdown mode to reduce standby power consumption.

[0013] Optionally, a field-weakening standby and / or shutdown mode is adopted for power units with zero torque distribution to reduce standby power consumption, including: When there is a power unit with a torque distribution of 0, determine whether the number of power units with a torque distribution of 0 is greater than 1 group; If not, the power unit shall remain in weak magnetic standby mode. If so, at least one group of the power units will be kept in a weak magnetic standby mode, while the other power units will be shut down.

[0014] Secondly, the present invention provides a train efficiency-enhancing and energy-saving control device, comprising: The response module is used to respond to operation commands and acquire the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating conditions. The optimization model selection module is used to select the target optimization model corresponding to the operating condition from the preset optimization models; The constraint model construction module is used to construct a constraint model based on the overall vehicle demand level and the number of power units of the train. The allocation result determination module is used to perform torque optimization allocation calculation with the target optimization model as the objective, combined with the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, to obtain the optimized allocation result; The output module is used to control the power unit of the train and output the corresponding torque according to the optimized allocation result.

[0015] Optionally, the operating conditions include: traction conditions and regenerative braking conditions; the optimization model includes: a traction condition optimization model and a regenerative braking condition optimization model; the optimization model selection module includes: The first selection submodule is used to select the traction condition optimization model as the target optimization model if the operating condition is the traction condition. The second selection submodule is used to select the regenerative braking condition optimization model as the target optimization model if the operating condition is the regenerative braking condition.

[0016] Optionally, the traction condition optimization model is: ; or ; The optimization model for regenerative braking is as follows: ; or ; The constraint model is as follows: ; in, The active power of the motor. For traction power loss, This is the proportionality coefficient. For the first One power unit, To be allocated to the The level of each power unit The output shaft speed of the power unit is the shaft end speed. The transmission ratio is... For the first Each power unit operates at a speed and torque of Gearbox transmission efficiency at that time For the first Each power unit operates at a speed and torque of The efficiency of the four-quadrant rectifier is calculated as follows: For DC power supply systems, which do not have a four-quadrant rectifier stage, the conversion efficiency is taken as 1.0. For AC power supply systems, different phase shift angles are used for carrier phase shift control based on the number of multiple four-quadrant rectifiers operating. For the first Each power unit operates at a speed and torque of Motor efficiency at that time For the number of power units, For motor feedback power, For braking power loss, This is at the vehicle level.

[0017] Optionally, the allocation result determination module includes: The online optimization submodule is used to perform online optimization with the objective of optimizing the target optimization model as the goal, and in combination with the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, to obtain multiple level allocation results. The first allocation result determination submodule is used to select the most efficient allocation result from all the allocation results as the optimized allocation result.

[0018] Optionally, the allocation result determination module includes: The mapping relationship determination submodule is used to establish the mapping relationship between vehicle speed, vehicle level and power unit level by taking the optimization model as the target as the optimality and combining the constraint model and the traction system efficiency parameters for offline calculation. The second allocation result determination submodule is used to calculate the corresponding real-time vehicle rotation speed based on the train speed, and combine it with the overall vehicle demand level to determine the most efficient level allocation result from the mapping relationship as the optimized allocation result.

[0019] Optionally, with the optimization of the target model as the objective, and in conjunction with the constraint model, the vehicle demand level, and the operating speed, torque optimization allocation calculation is performed to obtain the optimized allocation result, including: The minimum number of power units determination submodule is used to determine the minimum number of power units that meet the vehicle level requirements based on the constraint model and the vehicle level requirements. The allocation submodule is used to evenly distribute the vehicle-level requirements with the minimum number of power units to obtain the optimized allocation result.

[0020] Optionally, it also includes: The energy consumption control module is used to employ a weak magnetic standby and / or shutdown mode for the power unit with a torque distribution of 0, so as to reduce standby energy consumption.

[0021] Optionally, the energy consumption control module includes: The judgment submodule is used to determine whether the number of power units with a torque distribution of 0 is greater than 1 when there are power units with a torque distribution of 0; if not, the power units are kept in weak magnetic standby mode; if so, at least 1 group of power units are kept in weak magnetic standby mode, and the other power units are shut down.

[0022] Thirdly, the present invention provides an electronic device including a processor and a memory, the memory storing computer-readable instructions that, when executed by the processor, perform the steps of the method provided in the first aspect above.

[0023] Fourthly, the present invention provides a storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps of the method provided in the first aspect above.

[0024] Fifthly, the present invention provides a computer program product comprising a computer program that, when executed by a processor, performs the steps of the method provided in the first aspect above.

[0025] As can be seen from the above technical solutions, the present invention has the following advantages: This invention provides a method and apparatus for improving train efficiency and energy saving control. The method includes: responding to an operation command to acquire the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating condition; selecting a target optimization model corresponding to the operating condition from a preset optimization model; constructing a constraint model based on the overall vehicle demand level and the number of power units in the train; performing torque optimization allocation calculation with the target optimization model as the objective, combined with the constraint model, the overall vehicle demand level, the operating speed, and the traction system efficiency parameters, to obtain an optimized allocation result; and controlling the train's power units to output corresponding torque according to the optimized allocation result. Under the premise of meeting the overall vehicle torque demand, based on the traction system efficiency parameters, optimization is performed with the goal of optimal efficiency to optimize the torque allocation of each power unit, thereby improving the overall vehicle operating efficiency and achieving energy saving and consumption reduction for the train. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a flowchart illustrating the steps of a train efficiency-enhancing and energy-saving control method according to an embodiment of the present invention. Figure 2 This is a flowchart illustrating the second embodiment of the train efficiency-enhancing and energy-saving control method of the present invention. Figure 3 This is a structural diagram of the central control unit of a second embodiment of the train efficiency-enhancing and energy-saving control method of the present invention; Figure 4 This is a structural block diagram of an embodiment of a train efficiency-enhancing and energy-saving control device according to the present invention. Detailed Implementation

[0028] This invention provides a train efficiency-enhancing and energy-saving control method and device, which obtains the most efficient torque optimization distribution strategy while meeting the overall vehicle torque requirements, thereby achieving energy saving and consumption reduction of the train.

[0029] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0030] Example 1 Please see Figure 1 , Figure 1 This is a flowchart illustrating the steps of a train efficiency-enhancing and energy-saving control method according to an embodiment of the present invention. The method includes: Step S101: In response to the operation command, obtain the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating conditions. In this embodiment, the operating state encompasses operating speed and operating conditions, with operating conditions including traction conditions and regenerative braking conditions. The traction system efficiency parameters include efficiency maps of components such as the motor and transmission mechanism, reflecting the efficiency characteristics under different operating conditions.

[0031] Step S102: Select the target optimization model corresponding to the operating condition from the preset optimization models; In this embodiment of the application, based on the operating condition information obtained in step S101, a corresponding target optimization model is selected from a preset optimization model library. For example, if the operating condition is acceleration traction, an optimization model suitable for acceleration traction is selected.

[0032] Step S103: Based on the overall vehicle demand level and the number of power units of the train, construct a constraint model; In this embodiment, the torque output range of the power unit is specified by a constraint model to avoid overload or insufficient output of the power unit within the maximum capacity of the motor. At the same time, the coordinated operation between power units is also considered to ensure the load balance of each power unit, so as to improve the reliability and stability of the train.

[0033] Step S104: Taking the optimization of the target model as the objective, and combining the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result; In this embodiment of the application, with the goal of achieving the optimal target optimization model selected in step S102, a mathematical optimization algorithm is used to calculate the optimal solution for the target optimization model by combining the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, thereby obtaining the optimized allocation result.

[0034] Step S105: Control the power unit of the train to output the corresponding torque according to the optimized allocation result.

[0035] In this embodiment, a control command is generated based on the optimized allocation result obtained in step S104. Upon receiving the command, the power unit's controller adjusts the power unit's operating state and outputs the corresponding torque. Simultaneously, the power unit feeds back the actual output torque information to the train's control system, enabling the control system to monitor the power unit's operation in real time and ensure that the torque output conforms to the optimized allocation result.

[0036] This invention provides a train efficiency-enhancing and energy-saving control method, comprising: responding to an operation command to acquire the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating condition; selecting a target optimization model corresponding to the operating condition from a preset optimization model; constructing a constraint model based on the overall vehicle demand level and the number of power units in the train; performing torque optimization allocation calculation with the target optimization model as the objective, combined with the constraint model, the overall vehicle demand level, the operating speed, and the traction system efficiency parameters, to obtain an optimization allocation result; and controlling the train's power units to output corresponding torque according to the optimization allocation result. Under the premise of meeting the overall vehicle torque demand, based on the traction system efficiency parameters, optimization is performed with the goal of optimal efficiency, and torque optimization allocation is performed on each power unit to improve the overall vehicle operating efficiency and achieve energy saving and consumption reduction for the train.

[0037] Example 2 Please see Figure 2 , Figure 2 This is a flowchart illustrating a second embodiment of the train efficiency-enhancing and energy-saving control method of the present invention. The steps include: Step S201: In response to the operation command, obtain the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating conditions; the operating conditions include traction conditions and regenerative braking conditions. In this embodiment, the train's operating speed is measured using a speed sensor based on principles such as electromagnetic induction. The operating condition is determined in response to the train driver's instructions by monitoring the status of the train's traction and braking systems. For example, the direction of the motor current and the action of the braking device are used to determine whether it is a traction condition or a regenerative braking condition. The traction system efficiency parameters are stored in the train's database. These parameters are obtained through extensive experiments and tests during the train design and commissioning phases.

[0038] In practice, the overall vehicle demand level is determined by the driver's operating instructions, and it is the demand level for the overall traction or braking strength of the train.

[0039] Step S202: Select the target optimization model corresponding to the operating condition from the preset optimization models; the optimization models include: traction condition optimization model and regenerative braking condition optimization model; Traditional torque distribution methods are The first power unit adopts a proportional torque distribution, the second... The torque and stage of each power unit are as follows: , .

[0040] The embodiments of this application optimize torque allocation based on efficiency. For traction conditions, optimal efficiency means minimizing the motor's active power or traction power loss, thus achieving... The maximum traction condition optimization model is as follows: ; or ; For regenerative braking, optimal efficiency means inputting the same torque and speed to the traction system, i.e., inputting the same mechanical power. This allows the motor to regenerate power. To achieve maximum efficiency, or minimum braking power loss, the following parameters are used: The maximum regenerative braking condition optimization model is as follows: ; or ; in, The active power of the motor. For traction power loss, This is the proportionality coefficient. For the first One power unit, To be allocated to the The level of each power unit The output shaft speed of the power unit is the shaft end speed. The transmission ratio is... For the first Each power unit operates at a speed and torque of Gearbox transmission efficiency at that time For the first Each power unit operates at a speed and torque of The efficiency of a four-quadrant rectifier is calculated as follows: For DC power supply systems, where there is no four-quadrant rectifier stage, the conversion efficiency is taken as 1.0; for AC power supply systems, depending on the number of multiple four-quadrant rectifiers operating, different phase shift angles are used for carrier phase shift control to reduce grid-side harmonics, thereby reducing harmonic losses and switching losses, and improving efficiency. For the first Each power unit operates at a speed and torque of Motor efficiency at that time For the number of power units, For motor feedback power, This refers to the power loss during braking.

[0041] Step S203: Based on the overall vehicle demand level and the number of power units of the train, construct a constraint model; The constraint model is as follows: ; in, This is at the vehicle level.

[0042] In this embodiment of the application, the vehicle has Each power unit, the vehicle's level and torque requirements are as follows: , , , To be allocated to the The level and torque of each power unit Values ​​range from 1 to Since the stage and torque have a linear relationship, the proportional coefficient is taken as 1. , , . , Step S204: Taking the optimization of the target model as the objective, and combining the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, perform torque optimization allocation calculation to obtain the optimization allocation result; Traditional torque distribution methods are The first power unit adopts a proportional torque distribution, the second... The torque and stage of each power unit are as follows: , The embodiments of this application optimize torque allocation based on efficiency. For traction conditions, optimal efficiency means minimizing the active power of the motor, thus achieving... In one optional embodiment, with the goal of optimizing the target optimization model as the objective, online optimization is performed by combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters to obtain multiple level allocation results. From all the position allocation results, the position allocation result with the best efficiency is selected as the optimized allocation result.

[0043] In an optional embodiment, with the optimization of the target optimization model as the objective, and combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result, including: With the goal of optimizing the target model as the objective, online optimization is performed by combining the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters to obtain multiple level allocation results. From all the position allocation results, the position allocation result with the best efficiency is selected as the optimized allocation result.

[0044] In an optional embodiment, with the optimization of the target optimization model as the objective, and combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result, including: With the optimization model as the target, offline calculations are performed by combining the constraint model and the traction system efficiency parameters to establish the mapping relationship between vehicle speed, vehicle level and power unit level. Based on the train speed, the corresponding real-time vehicle rotation speed is calculated, and combined with the overall vehicle demand level, the most efficient level allocation result is determined from the mapping relationship as the optimized allocation result.

[0045] In an optional embodiment, with the optimization of the target optimization model as the objective, and combining the constraint model, the vehicle demand level, and the operating speed, torque optimization allocation calculation is performed to obtain the optimization allocation result, including: Based on the constraint model and the vehicle-level requirements, determine the minimum number of power units required to meet the vehicle-level requirements. The vehicle-level requirements are evenly distributed based on the minimum number of power units to obtain the optimized distribution result.

[0046] In the application embodiments, torque optimization allocation calculation can be performed in the following three ways to obtain the optimized allocation result: (1) Online optimization method: Based on the train's operating status and the overall vehicle demand level, the torque distribution is calculated in real time using an optimization algorithm to obtain the most efficient level allocation result. This method can adapt to real-time changes during train operation, including situations where the number of power units changes due to regrouping or faults.

[0047] (2) Offline optimization method: When computing resources are scarce, offline optimization calculation can be used. One method is to obtain the optimal level allocation table with respect to vehicle speed and overall vehicle level requirements, and then use linear interpolation to obtain the real-time level allocation; another method is to fit the relationship between the optimal level allocation and vehicle speed and overall vehicle level requirements, and then obtain the real-time level allocation.

[0048] (3) Simplified Allocation Method: Based on the characteristics of torque optimization allocation, a similar simplified allocation method is adopted, that is, the total level demand is evenly allocated using the minimum number of power units. For example, for For a system with one power unit, the total stage requirement decreases by 1 / If one power unit is not put into operation, the remaining power units will be distributed evenly.

[0049] Step S205: Control the power unit of the train to output the corresponding torque according to the optimized allocation result.

[0050] In this embodiment, based on the optimized allocation result, the vehicle system sends control commands to each power unit, causing it to output torque according to its allocated amount, thereby achieving efficient operation of the train traction system. For power units with zero torque allocation, a combination of field weakening standby and shutdown is adopted, which can reduce standby losses while maintaining the ability to respond promptly to torque demands.

[0051] The structural diagram of the whole vehicle system is as follows Figure 3 As shown, CCU1 and CCU2 are the Central Control Units, and TCU1~TCU N This refers to the Traction Control Unit (TCU). The Central Control Unit (CCU) is used for train-level control and communication, typically located in the two lead cars of the train. It receives driver commands and displays the operational status of each onboard subsystem. The Traction Control Unit is the vehicle-level power control unit, receiving traction and braking commands and their levels from the CCU, and providing feedback on the actual operating status.

[0052] Step S206: The power unit with a torque distribution of 0 is subjected to a weak magnetic standby and / or shutdown mode to reduce standby power consumption.

[0053] Specifically, when there is a power unit with a torque distribution of 0, it is determined whether the number of power units with a torque distribution of 0 is greater than 1 group; if not, the power unit is kept in a weak magnetic standby state; if so, at least 1 group of power units is kept in a weak magnetic standby state, and the other power units are shut down.

[0054] This invention provides a train efficiency-enhancing and energy-saving control method, comprising: responding to an operation command to acquire the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating condition; selecting a target optimization model corresponding to the operating condition from a preset optimization model; constructing a constraint model based on the overall vehicle demand level and the number of power units in the train; aiming at optimizing the target optimization model, and combining the constraint model, the overall vehicle demand level, the operating speed, and the traction system efficiency parameters, performing torque optimization allocation calculation through one of online optimization, offline optimization, or simplified allocation methods to obtain an optimized allocation result; and controlling the train's power units to output corresponding torque according to the optimized allocation result. Under the premise of meeting the overall vehicle torque demand, based on the traction system efficiency parameters, optimization is performed with the goal of optimal efficiency to optimize the torque allocation of each power unit, thereby improving the overall vehicle operating efficiency and achieving energy saving and consumption reduction for the train.

[0055] Example 3 Please see Figure 4 , Figure 4 This is a structural block diagram of an embodiment of a train efficiency-enhancing and energy-saving control device according to the present invention. The device includes: The response module 301 is used to respond to operation commands and acquire the train's operating status, overall vehicle demand level, and traction system efficiency parameters; the operating status includes operating speed and operating conditions. The optimization model selection module 302 is used to select the target optimization model corresponding to the operating condition from the preset optimization models; The constraint model construction module 303 is used to construct a constraint model based on the overall vehicle demand level and the number of power units of the train. The allocation result determination module 304 is used to perform torque optimization allocation calculation with the target optimization model as the objective, combined with the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, to obtain the optimized allocation result; Output module 305 is used to control the power unit of the train and output the corresponding torque according to the optimized allocation result.

[0056] In an optional embodiment, the operating conditions include: traction conditions and regenerative braking conditions; the optimization model includes: a traction condition optimization model and a regenerative braking condition optimization model; the optimization model selection module 302 includes: The first selection submodule is used to select the traction condition optimization model as the target optimization model if the operating condition is the traction condition. The second selection submodule is used to select the regenerative braking condition optimization model as the target optimization model if the operating condition is the regenerative braking condition.

[0057] In an optional embodiment, the traction condition optimization model is: ; or ; The optimization model for regenerative braking is as follows: ; or ; The constraint model is as follows: ; in, The active power of the motor. For traction power loss, This is the proportionality coefficient. For the first One power unit, To be allocated to the The level of each power unit The output shaft speed of the power unit is the shaft end speed. The transmission ratio is... For the first Each power unit operates at a speed and torque of Gearbox transmission efficiency at that time For the first Each power unit operates at a speed and torque of The efficiency of the four-quadrant rectifier is calculated as follows: For DC power supply systems, which do not have a four-quadrant rectifier stage, the conversion efficiency is taken as 1.0. For AC power supply systems, different phase shift angles are used for carrier phase shift control based on the number of multiple four-quadrant rectifiers operating. For the first Each power unit operates at a speed and torque of Motor efficiency at that time For the number of power units, For motor feedback power, For braking power loss, This is at the vehicle level.

[0058] In an optional embodiment, the allocation result determination module 304 includes: The online optimization submodule is used to perform online optimization with the objective of optimizing the target optimization model as the goal, and in combination with the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, to obtain multiple level allocation results. The first allocation result determination submodule is used to select the most efficient allocation result from all the allocation results as the optimized allocation result.

[0059] In an optional embodiment, the allocation result determination module 304 includes: The mapping relationship determination submodule is used to establish the mapping relationship between vehicle speed, vehicle level and power unit level by taking the optimization model as the target as the optimality and combining the constraint model and the traction system efficiency parameters for offline calculation. The second allocation result determination submodule is used to calculate the corresponding real-time vehicle rotation speed based on the train speed, and combine it with the overall vehicle demand level to determine the most efficient level allocation result from the mapping relationship as the optimized allocation result.

[0060] In an optional embodiment, the allocation result determination module 304 includes: The minimum number of power units determination submodule is used to determine the minimum number of power units that meet the vehicle level requirements based on the constraint model and the vehicle level requirements. The allocation submodule is used to evenly distribute the vehicle-level requirements with the minimum number of power units to obtain the optimized allocation result.

[0061] In an optional embodiment, it further includes: The energy consumption control module is used to employ a weak magnetic standby and / or shutdown mode for the power unit with a torque distribution of 0, so as to reduce standby energy consumption.

[0062] In an optional embodiment, the energy consumption control module includes: The judgment submodule is used to determine whether the number of power units with a torque distribution of 0 is greater than 1 when there are power units with a torque distribution of 0; if not, the power units are kept in weak magnetic standby mode; if so, at least 1 group of power units are kept in weak magnetic standby mode, and the other power units are shut down.

[0063] Example 4 This invention also provides an electronic device, including a memory and a processor. The memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of a train efficiency-enhancing and energy-saving control method according to any embodiment.

[0064] Example 5 This invention also provides a computer storage medium storing a computer program thereon, wherein the computer program, when executed by the processor, implements the steps of a train efficiency enhancement and energy-saving control method according to any embodiment.

[0065] Example 6 This invention also provides a computer program product having a computer program stored thereon, wherein when the computer program is executed by the processor, it implements the steps of a train efficiency enhancement and energy-saving control method according to any embodiment.

[0066] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0067] In the several embodiments provided in this application, it should be understood that the methods, apparatuses, electronic devices, and storage media disclosed in this invention can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0068] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0069] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0070] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned readable storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0071] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for improving the efficiency and saving energy of a train, characterized in that, include: In response to operating commands, it acquires the train's operating status, overall vehicle demand level, and traction system efficiency parameters; The operating status includes operating speed and operating conditions; The operating conditions include: traction condition and regenerative braking condition; From the preset optimization models, select the target optimization model corresponding to the operating condition; the optimization models include: traction condition optimization model and regenerative braking condition optimization model; Based on the overall vehicle demand level and the number of power units in the train, a constraint model is constructed. With the goal of optimizing the target optimization model as the objective, and in conjunction with the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result; The power unit of the train is controlled to output the corresponding torque according to the optimized allocation result; From the preset optimization models, select the target optimization model corresponding to the operating condition, including: If the operating condition is the traction condition, then the traction condition optimization model is selected as the target optimization model; If the operating condition is the regenerative braking condition, then the optimization model for the regenerative braking condition is selected as the target optimization model; The traction condition optimization model is as follows: ； or ; The optimization model for regenerative braking is as follows: ； or ; The constraint model is as follows: ； in, The active power of the motor. For traction power loss, This is the proportionality coefficient. For the first One power unit, To be allocated to the The level of each power unit The output shaft speed of the power unit is the shaft end speed. The transmission ratio is... For the first Each power unit operates at a speed and torque of Gearbox transmission efficiency at that time For the first Each power unit operates at a speed and torque of The efficiency of the four-quadrant rectifier is calculated as follows: For DC power supply systems, which do not have a four-quadrant rectifier stage, the conversion efficiency is taken as 1.

0. For AC power supply systems, different phase shift angles are used for carrier phase shift control based on the number of multiple four-quadrant rectifiers operating. For the first Each power unit operates at a speed and torque of Motor efficiency at that time For the number of power units, For motor feedback power, For braking power loss, This is at the level of demand for complete vehicles.

2. The train efficiency-enhancing and energy-saving control method according to claim 1, characterized in that, With the optimization model as the objective, and combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result, including: With the goal of optimizing the target model as the objective, online optimization is performed by combining the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters to obtain multiple level allocation results. From all the position allocation results, the position allocation result with the best efficiency is selected as the optimized allocation result.

3. The train efficiency-enhancing and energy-saving control method according to claim 1, characterized in that, With the optimization model as the objective, and combining the constraint model, the vehicle demand level, the operating speed, and the traction system efficiency parameters, torque optimization allocation calculation is performed to obtain the optimization allocation result, including: With the optimization model as the target, offline calculations are performed by combining the constraint model and the traction system efficiency parameters to establish the mapping relationship between vehicle speed, vehicle level and power unit level. Based on the train speed, the corresponding real-time vehicle rotation speed is calculated, and combined with the overall vehicle demand level, the most efficient level allocation result is determined from the mapping relationship as the optimized allocation result.

4. The train efficiency-enhancing and energy-saving control method according to claim 1, characterized in that, With the optimization model as the objective, and combining the constraint model, the vehicle demand level, and the operating speed, torque optimization allocation calculation is performed to obtain the optimization allocation result, including: Based on the constraint model and the vehicle demand level, determine the minimum number of power units required to meet the vehicle demand level. The optimal allocation result is obtained by evenly distributing the vehicle demand levels based on the minimum number of power units.

5. The train efficiency-enhancing and energy-saving control method according to claim 1, characterized in that, After the step of the power unit controlling the train outputting the corresponding torque according to the optimized allocation result, the method further includes: The power unit with a torque distribution of 0 adopts a weak magnetic standby and / or shutdown mode to reduce standby power consumption.

6. The train efficiency-enhancing and energy-saving control method according to claim 5, characterized in that, For power units with zero torque distribution, field weakening standby and / or shutdown methods are employed to reduce standby power consumption, including: When there is a power unit with a torque distribution of 0, determine whether the number of power units with a torque distribution of 0 is greater than 1 group; If not, the power unit shall remain in weak magnetic standby mode. If so, at least one group of the power units will be kept in a weak magnetic standby mode, while the other power units will be shut down.

7. A train efficiency-enhancing and energy-saving control device, characterized in that, include: The response module is used to respond to operation commands and obtain the train's operating status, overall vehicle demand level, and traction system efficiency parameters. The operating status includes operating speed and operating conditions; The operating conditions include: traction condition and regenerative braking condition; The optimization model selection module is used to select the target optimization model corresponding to the operating condition from a preset optimization model; the optimization model includes: traction condition optimization model and regenerative braking condition optimization model; The constraint model construction module is used to construct a constraint model based on the overall vehicle demand level and the number of power units of the train. The allocation result determination module is used to perform torque optimization allocation calculation with the target optimization model as the objective, combined with the constraint model, the vehicle demand level, the operating speed and the traction system efficiency parameters, to obtain the optimized allocation result; The output module is used to control the power unit of the train and output the corresponding torque according to the optimized allocation result; The optimization model selection module includes: The first selection submodule is used to select the traction condition optimization model as the target optimization model if the operating condition is the traction condition. The second selection submodule is used to select the regenerative braking condition optimization model as the target optimization model if the operating condition is the regenerative braking condition. The traction condition optimization model is as follows: ； or ; The optimization model for regenerative braking is as follows: ； or ; The constraint model is as follows: ； in, The active power of the motor. For traction power loss, This is the proportionality coefficient. For the first One power unit, To be allocated to the The level of each power unit The output shaft speed of the power unit is the shaft end speed. The transmission ratio is... For the first Each power unit operates at a speed and torque of Gearbox transmission efficiency at that time For the first Each power unit operates at a speed and torque of The efficiency of the four-quadrant rectifier is calculated as follows: For DC power supply systems, which do not have a four-quadrant rectifier stage, the conversion efficiency is taken as 1.

0. For AC power supply systems, different phase shift angles are used for carrier phase shift control based on the number of multiple four-quadrant rectifiers operating. For the first Each power unit operates at a speed and torque of Motor efficiency at that time For the number of power units, For motor feedback power, For braking power loss, This is at the level of demand for complete vehicles.

8. An electronic device, characterized in that, It includes a processor and a memory, the memory storing computer-readable instructions that, when executed by the processor, perform the method as described in any one of claims 1-6.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1-6.

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