A new type of battery emergency traction energy-saving operation control strategy

Abstract

The application provides a novel battery emergency traction energy-saving operation control strategy and relates to the technical field of vehicle battery emergency traction control.The battery emergency traction energy-saving operation control strategy comprises the following steps: according to actual line conditions, bidirectional operation is realized, the estimated discharge capacity of the battery required in the uplink and downlink directions is calculated, the minimum estimated discharge capacity of the battery required is selected to determine the actual battery capacity of the train, in the case that the train meets the battery traction conditions, the line distance of the train from the fault point uplink or downlink to the corresponding adjacent station is obtained, the estimated discharge capacity of the battery required for the train to uplink or downlink to the corresponding adjacent station is obtained by querying a pre-established database, and the station or rescue point with the smaller estimated discharge capacity of the battery is selected to operate.The application can realize energy saving and reliability of emergency traction.

Description

Technical Field

[0001] This invention relates to the field of vehicle battery emergency traction control technology, and more specifically, to a novel battery emergency traction energy-saving operation control strategy. Background Technology

[0002] Currently, rail vehicles equipped with batteries for emergency traction rely on vehicles with substantial battery capacity to reach the next station in the event of a grid voltage failure. They cannot reverse direction to reach the previous station for energy conservation. Emergency traction often depends on human experience to determine the next station or rescue point, which carries the risk of not being able to guarantee a successful arrival and results in poor reliability. In summary, the shortcomings of existing technology are: 1) The storage battery has a very large capacity and is expensive; 2) Consequently, the vehicle's weight and size increase; 3) High energy consumption. Summary of the Invention

[0003] This invention presents a novel energy-saving operation control strategy for emergency traction using a storage battery. The goal is to address the problem that emergency traction of trains often relies on human experience to determine the next station or rescue point during an emergency, which may not guarantee a smooth arrival and results in poor reliability.

[0004] This invention allows for bidirectional operation with minimal energy consumption, enabling vehicles to travel to nearby stations or rescue points.

[0005] To address the above problems, this invention provides a novel battery-based emergency traction energy-saving operation control strategy, comprising: A novel battery emergency traction energy-saving operation control strategy is proposed. Based on project requirements and actual line conditions, and considering bidirectional operation, the estimated battery discharge volume required in both directions is calculated, and the minimum of the required estimated battery discharge volume is selected to determine the actual installed battery capacity. When a train experiences a main power supply failure, the TCMS automatically searches the battery traction database based on the distance from the fault point to the previous station, the name of the previous station, and whether the line is in the up or down direction. The search results include: the distance from the fault point to the next station, the name of the next station, the estimated battery discharge from the previous station, and the estimated battery discharge from the next station. For the same fault point on another line, the estimated battery discharge from the two stations corresponds to the estimated battery discharge from each station. The system then controls the train to run towards the station with the lower estimated battery discharge.

[0006] Preferably, the battery traction database pre-established in a specific storage area of ​​the TCMS includes: Input line information, including: Upbound: Station 1, Station 2, Station 3 to Station N, Station N+1; Downstream: Station N+1, Station N to Station 3, Station 2, Station 1; N represents the station name, and N is a positive integer; Distances between stations: distance on straight sections, distance on slopes, length of curves, length of curves, and speed limits; Input battery parameters: rated voltage, ultimate voltage, rated capacity; Input battery traction characteristics: traction force-speed characteristics, including basic resistance and maximum gradient resistance; time-battery current characteristics, time-battery capacity characteristics, and distance-battery capacity characteristics; A battery traction database is created based on the input information.

[0007] Preferably, establishing the battery traction database based on the input information includes: Based on the line information, battery parameters, and battery traction characteristics, actual line simulation calculations are performed; simulation results data are obtained: the estimated battery discharge amount between each two adjacent stations varies with distance; the estimated battery discharge amount between each two adjacent stations on both the up and down lines varies with distance and is stored in the battery traction database.

[0008] Preferably, during train operation on the line, the TCMS performs speed-time integration calculation based on the train's real-time operating speed information and travel time to obtain and record the distance.

[0009] Preferably, the TCMS records the station name at each station the train arrives at. When the train departs from each station, the TCMS receives the door closing signal and detects that the train speed has changed from 0 to 0.5 km / h. Then, it starts to calculate the distance between the current station and the next station and stores the distance. This process continues until all stations have been calculated during the operation of the line.

[0010] Preferably, when the train experiences a main power supply failure, the TCMS automatically searches the battery traction database based on the distance from the fault point to the previous station, the name of the previous station, and whether the current line is upstream or downstream. The search results include: the distance from the fault point to the next station, the name of the next station, the estimated battery discharge capacity from the previous station, the estimated battery discharge capacity from the next station, and the estimated discharge capacity from the same point on another line to both stations. For example, if the current line is upstream, the name of the previous station is N, the name of the next station is N+1, the estimated battery discharge capacity from the fault point to station N is S1, and the estimated battery discharge capacity from the fault point to station N+1 is S2; if the corresponding line is downstream, the estimated battery discharge capacity from the same fault point on the downstream line to station N is S4, and the estimated battery discharge capacity from the same fault point on the downstream line to station N+1 is S3.

[0011] Preferably, the TCMS locates the estimated battery discharge capacities S1, S2, S4, and S3 for the upstream and downstream lines respectively, at distances from station N and station N+1, and compares them. If the current situation is on the upstream line, S2 is greater than S4, then the train runs towards station N to the corresponding station; otherwise, the train runs towards station N+1 to the corresponding station. If the current situation is on the downstream line, S3 is greater than S1, then the train runs towards station N to the corresponding station; otherwise, the train runs towards station N+1 to the corresponding station. In short, during emergency battery traction, the train runs towards the next station with the smaller battery capacity.

[0012] Preferably, when the train experiences a main power supply failure, the TCMS determines that the battery traction conditions are met and issues a battery traction command. The TCMS then controls the train to move towards the direction with the smallest battery capacity to the next station or rescue point. This is a novel battery emergency traction energy-saving operation control strategy, characterized in that, when the train experiences a main power supply failure, the train's TCMS determines that the battery traction conditions are met and issues an emergency traction command. The train then moves towards the direction with the smallest battery capacity to the next station or rescue point.

[0013] Preferably, the train records distances in units of a set interval step size while it is in motion.

[0014] Preferably, if the TCMS determines that the train does not meet the battery traction conditions, it issues a waiting-for-rescue instruction.

[0015] The novel battery emergency traction energy-saving operation control strategy provided by this invention solves the problem that in order to meet the emergency traction operation of the battery to the next station on the line, especially on long slopes, the vehicle must be equipped with a very large capacity battery, which results in a serious increase in vehicle weight, a large amount of battery power consumption, and high cost. At the same time, the control strategy of this solution only adopts the software control method (implemented by TCMS) and does not add other hardware (such as line transponders or electronic tags). Attached Figure Description

[0016] Figure 1 A flowchart of a novel battery traction emergency energy-saving operation control strategy is shown in an embodiment of the present invention. Figure 2 This diagram illustrates a comparison of energy consumption from the fault point to adjacent stations under both uphill and downhill conditions in an embodiment of the present invention. Detailed Implementation To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0017] It should be noted that relational terms such as "first" and "second" in this invention are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0018] In the description of this specification, references to terms such as "embodiment," "one embodiment," and "one implementation" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or illustrative implementation of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or implementations.

[0019] Reference Figure 1 This invention proposes a novel battery emergency traction energy-saving operation control strategy flowchart. A novel battery emergency traction energy-saving operation control strategy can be implemented according to the following process. The specific process described below is not intended to limit the scope of protection of this invention.

[0020] At each station, the TCMS (Train Control and Management System) records the name of each station, whether it is going up or down. When there is a departure instruction and the train speed is greater than 0, it starts calculating the distance and records the distance in 0.1m increments. Determine if the train has reached the next station; If so, the train arrives at the next station, the train is at zero and there is a command to open the doors; If no, if a main power supply failure or a high-voltage power supply failure is detected in the train, it indicates that there is a main power supply failure. At this time, an emergency traction (battery traction condition) judgment will be made. Determine if the train meets the following battery power supply conditions: The following conditions are met to determine that the traction conditions are met, and the TCMS outputs a battery traction command to control the battery traction contactor to close. The train has no grid voltage or both high-voltage circuit breakers on the train fail simultaneously. The high-voltage transfer switch is in the "operation" position; The train traction inverter is functioning correctly. TCMS is functioning correctly; The battery and BMS are functioning correctly. High fault disconnection; Battery voltage is greater than 96V (tentative). Train at zero speed; When all these conditions are met, the train's battery traction procedure is executed; otherwise, it indicates that the battery traction conditions are not met, and the TCMS issues a waiting-for-rescue instruction. When executing the battery traction process, the following applies: When a grid voltage failure occurs, the system records the train's distance from the previous station, the name of the previous station, receives the battery voltage from the BMS, determines the direction of travel on this line (up or down), and performs a search based on a pre-established battery traction database. The search results include: Distance from the fault point to the next station, name of the next station, estimated battery discharge from the previous station, and estimated battery discharge from the next station. The estimated discharge amount of the batteries corresponding to the same fault point on the other line from the two stations respectively (that is, the estimated discharge amount of the batteries from the previous station and the estimated discharge amount of the batteries from the next station according to the reverse running distance). Control the train to run towards the previous or next station in the direction where the battery's estimated discharge level is low. Specifically, this may include the following situations: This line is either up or down. Find the battery capacity from the fault point to the previous station and the battery capacity from the fault point to the next station. Also, find the corresponding battery capacity from the fault point to the previous and next stations for both the up and down routes. Figure 2 As shown; If the fault location is between upstream station N and station N+1, the estimated battery discharge from the fault location to the previous station N is S1, and the estimated battery discharge from the fault location to the next station N+1 is S2; for the same location on the downstream line, the estimated battery discharge from the fault location to station N is S4, and the estimated battery discharge from the fault location to station N+1 is S3. If this line is an up line, if S2 is greater than S4, the train will run towards station N (the corresponding station, i.e., the target station); otherwise (S2 is less than S4), the train will run towards station N+1 (the corresponding station, i.e., the target station). Similarly, if this line is a down line, if S3 is greater than S1, the train will run towards station N (the corresponding station, i.e., the target station); otherwise (S3 is less than S1), the train will run towards station N+1 (the corresponding station, i.e., the target station).

[0021] In summary, during emergency battery traction, the train will run towards the target station in the direction where the estimated battery discharge is low.

[0022] After determining the direction of travel and the target station, the direction of travel is first displayed on the screen, such as traveling towards station N+1 or towards station N. Then, the TCM executes the traction command, and the train travels to the target station in the direction where the estimated battery discharge is small. The train is then cleared of passengers and taken off the line.

[0023] Based on the above, the new battery emergency traction energy-saving operation control strategy includes: calculating the estimated battery discharge amount required in both directions according to the actual line conditions and the ability to operate in both directions, and selecting the smallest of the required battery discharge amounts to determine the actual battery capacity installed on the vehicle (specifically, this includes selecting a line consisting of multiple adjacent stations that meet the set gradient ratio and set line length, calculating the estimated battery discharge amount required in both directions, and selecting the smallest of the required battery discharge amounts to determine the actual battery capacity installed on the vehicle). When a train experiences a main power supply failure, the TCMS automatically searches the battery traction database based on the distance from the fault point to the previous station, the name of the previous station, and whether the line is in the up or down direction. The search results include: the distance from the fault point to the next station, the name of the next station, the estimated battery discharge from the previous station, and the estimated battery discharge from the next station. For the same fault point on another line, the estimated battery discharge from the two stations corresponds to the estimated battery discharge from each station. The system then controls the train to run towards the station with the lower estimated battery discharge.

[0024] Specifically, multiple sets of adjacent stations that meet the set gradient ratio and set line length are selected.

[0025] Based on the battery traction database, the estimated battery discharge amount required for the train to travel up and down between multiple sets of adjacent stations is obtained, and the smallest estimated battery discharge amount corresponding to the train traveling up or down between multiple sets of adjacent stations is selected. The battery capacity of the train is determined based on the selected estimated battery discharge amount.

[0026] In other words, multiple adjacent station sections that meet the preset gradient ratio and line length conditions are selected from the line. In practice, adjacent stations are selected according to long gradients and long distances between stations. Then, based on the battery traction database, the estimated battery discharge amount required for the train to run in both the up and down directions in these specific sections is obtained. By comparing the discharge amount in both directions of multiple sections, the estimated battery discharge amount of the train with the smallest value is selected as the basis for determining the battery capacity. If necessary, a floating safety factor (greater than 1) can be multiplied to obtain the battery capacity. According to this configuration, not only are the power requirements for emergency traction met, but the determined battery is also not too heavy, bulky, energy-consuming, or expensive.

[0027] This invention provides a novel energy-saving operation control strategy for emergency battery traction. The selected battery capacity can meet the power requirements for emergency traction between any two stations, solving the problem that vehicles must be equipped with extremely large capacity batteries, leading to significant weight increase, high battery consumption, and high costs, especially on long slopes, to meet the needs of emergency battery traction to the next station. Furthermore, during emergency battery traction, based on queries from the battery traction database, the train is consistently controlled to run towards the target station in the direction of lowest estimated battery discharge. Compared to the traditional method relying on manual experience, this not only greatly improves rescue efficiency but, more importantly, maximizes battery energy conservation by determining an energy-efficient emergency traction route, fundamentally improving the reliability of emergency traction. Moreover, the control strategy uses only software control methods (implemented using TCMS) without adding other hardware (such as line transponders or electronic tags).

[0028] As an optional embodiment of the present invention, when the train meets the battery traction conditions, the line distance from the fault point to the corresponding adjacent station on the running line is obtained. During the train's operation on the line, the TCMS performs speed-time integration calculation based on the real-time running speed information and travel time of the train to obtain the distance and record it. When the train is running, the distance is recorded in a set interval step size, for example, in 0.1m increments.

[0029] Furthermore, the TCMS records the station name at each station the train arrives at. When the train departs from each station, the TCMS receives the door closing signal and detects that the train speed has increased from 0 to a speed greater than the preset speed (e.g., 0.5 m / s). Then, it starts to calculate the distance between the current station and the next station and stores the distance. This process continues, and the distance between each station needs to be calculated during the operation of the line.

[0030] Specifically, in the pre-set configuration, the train automatically records the name of each station it passes. After receiving the departure command, it records the distance starting from a speed greater than 0, for example, in units of 0.1m. When the train reports a grid voltage fault or a high-voltage power supply fault, it reads the line distance from the fault point to the previous station. The distance from the fault point to the next station can be obtained by subtracting this distance from the distance between adjacent stations in the historical records. Adjacent stations refer to the stations corresponding to the head and tail directions of the train, such as the nearest station. When an adjacent station is mentioned alone, it refers to one station. When two adjacent stations are mentioned, they refer to the two stations adjacent to the fault point.

[0031] Based on the adjacent stations corresponding to the up or down direction and the corresponding line distance, the estimated battery discharge amount required for the train to travel up or down to the corresponding adjacent station is obtained by querying a pre-established battery traction database; wherein, the battery traction database includes at least the estimated battery discharge amount required for the train to travel from any position between any two adjacent stations to one of the two adjacent stations along the route.

[0032] Specifically, a pre-established (energy consumption) battery traction database enables rapid and accurate energy consumption prediction. When a train malfunctions and battery traction needs to be activated, the fault location and the corresponding upstream and downstream adjacent rescue stations are first determined, and the precise track distance between these two stations is obtained. Subsequently, the pre-established refined energy consumption battery traction database is accessed. This database stores the energy consumption data of the train in all possible sections along the entire line—specifically, the estimated battery discharge required to travel from any position between any two adjacent stations (with a preset precision such as 0.1 meters between positions). Based on the fault location and the selected travel direction (upstream or downstream), the corresponding estimated battery discharge can be retrieved, providing crucial data support for selecting the optimal traction direction. This query mechanism based on the pre-calculated battery traction database ensures that reliable energy consumption predictions can be obtained quickly in emergency situations, avoiding complex real-time calculations.

[0033] The estimated discharge amount of the battery corresponding to the train's upward or downward direction is compared to determine the emergency traction route of the train. The emergency traction route includes an emergency traction direction and a target station. The target station includes the adjacent station corresponding to the upward or downward direction. The emergency traction direction is the adjacent station corresponding to the smaller of the estimated discharge amount of the battery corresponding to the train's upward or downward direction from the fault point.

[0034] Specifically, after obtaining the estimated battery discharge from the fault point to the adjacent upstream and downstream stations, these two energy consumption values ​​are immediately compared and analyzed. The decision-making logic is clear and explicit: the direction with the smaller estimated battery discharge is selected as the final emergency traction plan. Specifically, the emergency traction route consists of two main elements—the traction direction points to the selected adjacent station, which becomes the target station; this ensures that in an emergency, the train always runs along the energy-optimal path to the nearest rescue point, guaranteeing rescue efficiency while maximizing the conservation of valuable battery energy.

[0035] The train is controlled to perform emergency traction according to the emergency traction route.

[0036] Specifically, the determined emergency traction route is ultimately executed through, for example, TCMS. Once the running direction with low energy consumption and the corresponding target station are selected by comparison, TCMS will automatically generate a sequence of control commands, including: setting the train running direction, (automatically or with driver intervention) controlling traction to use the battery as a power source to automatically apply braking until the train stops when it approaches the target station, ensuring that the train reliably runs along the optimal energy path to the rescue point.

[0037] In practical application, when the train meets the battery traction conditions, the fault location information is obtained in real time through onboard positioning, providing key spatial parameters for subsequent energy consumption prediction and rescue decisions. Based on the adjacent stations corresponding to the up or down direction and the corresponding line distance, a pre-established battery traction database is queried to obtain the estimated battery discharge amount required for the train to reach the corresponding adjacent station. During the query, the corresponding estimated battery discharge amount is quickly retrieved based on the fault point coordinates and target direction. This pre-calculated query mechanism avoids complex real-time simulation calculations, ensuring both the accuracy of energy consumption prediction and meeting the stringent requirements for response speed in emergency situations. Furthermore, for both up and down directions... The estimated discharge amount in each direction is compared in real time, and the optimal emergency traction scheme is determined based on the principle of minimizing energy consumption. The direction with the smaller discharge amount is explicitly selected as the emergency traction direction, and the adjacent station corresponding to that direction is determined as the target station. This ensures that energy use can be optimized and rescue efficiency can be improved in emergency situations. The determined emergency traction scheme is executed by, for example, Train Control and Management System (TCMS) to ensure that the train runs safely and reliably along the emergency traction route to the rescue point. Compared with the traditional mode that relies on human experience and judgment, this invention not only greatly improves rescue efficiency, but more importantly, by determining an energy-saving emergency traction route, it maximizes the conservation of battery energy and fundamentally improves the reliability of emergency traction.

[0038] As an optional embodiment of the present invention, a battery traction database pre-established in a specific storage area of ​​the TCMS includes: Obtain the line information and train power data (including battery parameters and battery traction characteristics) for every two adjacent stations along the route. Specifically, obtain complete information about the train's route, including: Upward: Station 1, Station 2, Station 3 to Station N, Station N+1; Downward: Station N+1, Station N to Station 3, Station 2, Station 1; N represents the station name, and N is a positive integer; The simulation calculation covers the following parameters between adjacent stations: track parameters (such as gradient, curvature, and speed limit) and train dynamic characteristics (such as traction characteristic curves and battery parameters). Based on this, the simulation calculation coverage is defined: all possible locations within any two adjacent station intervals are used as simulation starting points, and the complete journey from each starting point to adjacent stations in both the up and down directions is calculated. This ensures that the battery traction database can cover all potential fault locations on the line.

[0039] Starting from any position among every two adjacent stations, the endpoint is the adjacent station that is adjacent to the starting point under both uplink and downlink conditions.

[0040] Specifically, within the section between any two adjacent stations on the line, all possible location points are divided with a preset accuracy (e.g., 0.1 meters), and each location point is used as the starting point for simulation calculations. This design considers the extreme case of a train malfunctioning at any location within the section, and by setting a starting point covering the entire area, it provides a complete data foundation for subsequent accurate energy consumption prediction.

[0041] Based on the route information and the train power data, the operation process of the train starting from zero speed from the starting point and running to the destination is simulated to obtain the associated data to be stored. The associated data to be stored includes at least the direction of travel, station name, the estimated battery discharge amount required for the train to travel from any position to the corresponding adjacent station, and the corresponding travel distance.

[0042] Specifically, based on physical modeling, refined simulation calculations are performed to simulate the complete operation of a train from zero-speed start to destination stop. By establishing a traction calculation model, considering factors such as traction characteristics, running resistance, and gradient effects, the motion state and energy consumption of the train at each spatial step are iteratively calculated. The simulation process generates key correlation data, including travel direction, station information, estimated battery discharge, and corresponding travel distance. This data comprehensively records the energy consumption characteristics from any starting point to adjacent stations.

[0043] In addition to the data mentioned above, it may also include the battery's micro-interval discharge capacity, real-time speed information (mentioned in the calculations of subsequent embodiments), etc.

[0044] The associated data to be stored is stored in the storage area to obtain the battery traction database.

[0045] Specifically, all the associated data generated by the simulation calculations are stored in a dedicated storage area in a unified structured format to form a complete energy consumption battery traction database. This battery traction database establishes a mapping relationship between running direction, station relationship, energy consumption prediction and driving distance, starting from the location coordinates. This provides readily available data support for subsequent emergency traction decisions. Through this systematic data organization method, it is ensured that the corresponding estimated battery discharge amount can be quickly retrieved when a fault occurs, so as to determine the optimized traction route.

[0046] In practical application, this embodiment uses the line topology and train dynamic parameters as basic input data. Then, by setting any location covering all adjacent stations as the simulation starting point and planning adjacent stations in both the up and down directions as the endpoints, a complete simulation calculation scenario is constructed. Next, based on the traction dynamics model, a full-process simulation from zero-speed start to destination stop is performed on each scenario, generating a core data set including travel direction, station name associations, estimated battery discharge, and corresponding travel distance. Finally, this structured data is stored in the storage area to form a complete energy consumption battery traction database, providing comprehensive energy consumption decision support for emergency train traction.

[0047] As an optional embodiment of the present invention, the line information includes the station name, station distance, gradient information, curvature information and speed limit information; the train power data includes total mass, battery parameters, and traction-speed characteristics in battery traction mode; The simulation of the train's operation from zero speed start at the starting point to stopping at the destination, based on the route information and the train power data, yields the following associated data to be stored: Starting from the current speed and current position, the available traction force is determined based on the traction force-speed characteristics; the starting point is the initial position of the current position.

[0048] Specifically, constant traction force F_constant: ma; m and a represent the total mass and acceleration, respectively; Traction force F at constant power: KPmax / V, where K represents a coefficient, Pmax represents the maximum traction power of the motor, and V represents the speed. Traction motor output power Po: FV; F represents constant power traction force, and V represents speed; First, there is constant traction force, then constant power output during deformation.

[0049] The available traction force can be obtained by inputting the speed based on the traction force-speed characteristic curve.

[0050] The instantaneous acceleration is determined based on the resultant force of the available traction force and the real-time running resistance, as well as the total mass of the train; wherein the real-time running resistance includes the basic resistance determined based on the current speed and the gradient resistance determined based on the gradient information.

[0051] Specifically, the basic resistance is: (k1 + k2 * V + k3 * V) 2 9.8*m; where k1, k2 and k3 are drag coefficients; m is the total mass of the vehicle and passenger vehicle, and V is the speed; Curve resistance F_curve is calculated using A / R, where A is an empirical constant (generally in the range of 600-800) and R is the curve radius (unit: meters). Ramp resistance: m*9.8*¡; ¡ - Ramp percentage (ramp ratio); Instantaneous acceleration calculation a: (traction force - basic resistance - slope resistance) / m; The velocity at the next position is determined based on the instantaneous acceleration and the set interval step size; wherein the next position is separated from the current position by the set interval step size, and the velocity limiting information is used to limit the velocity.

[0052] Interval acceleration calculation: the average acceleration of two velocity nodes; Set the interval step size to 0.1m (if the accuracy requirement is not high, you can choose 0.5m, etc., which is not limited here).

[0053] The running time required to traverse the current set interval step size is determined based on the current speed, the speed at the next position, and the set interval step size.

[0054] Specifically, the average speed is first calculated based on the current speed and the speed at the next position. Then, the running time is obtained by dividing the set interval step size by the average speed. This method is suitable for calculations in uniformly variable speed segments.

[0055] It should be noted that, over long distances, the train's operation process, from zero-speed start-up, acceleration, cruising, coasting, and braking to stopping at the destination, can be simulated. Coasting and braking do not require energy consumption, and the uniform speed of cruising is relatively simple and can be calculated by referring to the acceleration or deceleration process. However, for shorter distances, some steps, such as cruising, may be omitted.

[0056] Based on the available traction force and the current speed, the output power of the traction motor is determined. Based on the output power of the traction motor, the overall efficiency of the battery and motor, and the battery parameters, the discharge amount of the battery within the set interval step is determined. Based on the running time required for the set interval step calculated above, the time-battery capacity characteristics can be further determined.

[0057] Specifically, based on the output power of the traction motor, the output power of the traction motor is converted into the output power required by the battery motor through the comprehensive efficiency parameters of the battery motor. Then, based on the discharge parameters, information such as the discharge current can be obtained. According to the running time required for the set interval step size calculated above, the time-battery capacity characteristics can be further determined. In combination with time and other parameters, the battery interval discharge amount within the set interval step size is determined. This conversion process takes into account the energy loss of the motor drive system and the discharge characteristics of the battery, thereby calculating the interval discharge amount.

[0058] Record the endpoint position, speed, running time, and battery discharge amount corresponding to the current set interval step size as a set of data; Specifically, after calculating the step length of each set interval, the spatial coordinates of the current interval step length endpoint, the instantaneous running speed of that location, the running time consumed by the train to pass through the interval, and the corresponding battery discharge amount are recorded as a set of spatiotemporally related data units.

[0059] The estimated discharge amount of the battery is obtained by summing the discharge amounts of all the battery intervals corresponding to the set interval step sizes; the driving distance is obtained by summing the set interval step sizes; and the cumulative driving time is obtained by summing the driving time.

[0060] Specifically, after calculating the segmented distances for all intervals, the battery discharge amounts corresponding to each interval are summed to obtain the total estimated battery discharge amount from the starting point to the ending point. This value represents the total energy consumption required to complete the operating segment, thus yielding the distance-battery capacity characteristic. Simultaneously, by summing the lengths of all set intervals, the total train travel distance is directly obtained, ensuring the accuracy of distance calculation. Furthermore, the travel time required for the train to traverse each interval is summed to obtain the complete cumulative travel time. These three summation calculations comprehensively describe the overall train operation from the dimensions of energy, space, and time, providing accurate quantitative basis for energy consumption assessment and operation planning.

[0061] Update the current speed and current position until the train reaches its destination.

[0062] Specifically, an iterative calculation mechanism is employed to achieve continuous simulation of the operation process. After calculating and recording each set interval step length, the speed and position information at the end of the current interval step length are updated to the new current speed and position, serving as the initial state for the next calculation cycle. This update process ensures the continuity of the simulation calculation, allowing the simulation of the train's operating state to progress step by step along the line. By repeatedly executing this update and calculation cycle, the simulation process continues until the train model reaches the target endpoint and comes to a stop. This iterative advancement mechanism guarantees a complete simulation of the entire operation process from the starting point to the endpoint.

[0063] In practical applications, this embodiment uses detailed route information (including station names, station distances, gradients, curvatures, and speed limits) and train dynamic data (including total mass, battery parameters, and traction-speed characteristics) to simulate the running process from the starting point to the destination through refined physical modeling.

[0064] The simulation process employs an iterative calculation mechanism based on spatial step size. Available traction force is calculated using a traction mechanics model, and instantaneous acceleration is determined by comprehensively considering basic resistance, gradient resistance, and curve resistance. This leads to the deduction of speed, position, and time parameters. Based on this, an energy conversion model converts traction power into battery discharge, establishing a complete mechanical-electrical energy mapping relationship. The endpoint position, speed, running time, and battery discharge corresponding to each interval step size are stored as associated data units. Finally, the total estimated battery discharge, total travel distance, and cumulative running time are calculated through summation, providing accurate and reliable quantitative data for train energy consumption assessment and traction operation.

[0065] As an optional embodiment of the present invention, determining the traction motor output power based on the available traction force and the current speed, and determining the battery discharge amount within the set interval step size based on the traction motor output power, the battery-motor combined efficiency, and the battery parameters includes: The battery output power is determined based on the traction motor output power and the battery-motor combined efficiency; the battery average discharge current is determined based on the battery output power and the battery nominal voltage. Specifically, motor capacity calculation: Po / efficiency / power factor; Battery discharge power calculation: Motor capacity * Number of motors / Traction inverter efficiency; Battery discharge current calculation: Battery discharge power / Battery rated voltage (rated discharge current), Battery discharge power / Battery minimum safe voltage (maximum discharge current), Battery discharge power / Battery maximum safe voltage (minimum discharge current). Specifically, based on the fundamental physics formula "Power = Force × Speed," the mechanical requirements for train operation—that is, the currently available traction force—are multiplied by the real-time speed to directly calculate the output mechanical power at the traction motor shaft. This power value represents the instantaneous mechanical energy required to drive the train under the current operating conditions. By introducing the key parameter of battery-motor integrated efficiency, the traction motor output power obtained in the previous step is converted in reverse to the output electrical power that the battery must provide. This conversion process accurately accounts for various energy losses in the motor drive system, including inverter switching losses and transmission losses, thereby establishing a precise correspondence between mechanical load and electrical load.

[0066] The battery interval discharge amount is determined based on the average discharge current of the battery and the running time required for the set interval step size.

[0067] Specifically, the battery discharge range is calculated as: average battery discharge current * discharge time within the range. Estimated battery discharge: The sum of the discharge amounts within a given battery range.

[0068] The above calculations can be performed based on a set interval step size, and then accumulated according to the set interval step size, including the accumulation calculation of time, distance and power.

[0069] The average discharge current of the system is obtained by dividing the battery output power by its nominal voltage. If necessary, a voltage error coefficient can be multiplied. This current value is then multiplied by the travel time required for the train to pass through a set interval, ultimately determining the battery discharge amount within that interval. This calculation process essentially integrates the instantaneous electrical power over time, converting the power value in watts into an energy value in ampere-hours, thus achieving precise quantification from instantaneous operating parameters to cumulative energy consumption.

[0070] The following explains the error calculation for current based on the limiting voltage: battery discharge power / battery rated voltage (rated discharge current), battery discharge power / battery minimum safe voltage (maximum discharge current), battery discharge power / battery maximum safe voltage (minimum discharge current). The calculation of the battery's micro-range discharge capacity (rated, maximum, minimum) is: battery discharge current (rated, maximum, minimum) * micro-range discharge time. In actual calculations, the calculation can be performed according to actual needs. For example, to improve the safety factor, the maximum discharge current corresponding to the battery's minimum safe voltage can be selected and included in the final battery range discharge calculation, thereby determining the estimated battery discharge capacity.

[0071] The above converts instantaneous power into cumulative energy consumption, realizing the accurate quantification of power consumption from operating parameters. In other words, based on the above, we can obtain the data on the change of the estimated battery discharge between each two adjacent stations with distance. The data on the change of the estimated battery discharge between each two adjacent stations on the uplink and downlink lines with distance is stored in the battery traction database, providing a reliable data foundation for the simulation management calculation of the estimated battery discharge from any location to adjacent nodes.

[0072] As an optional embodiment of the present invention, the adjacent stations include stations located at opposite ends of the fault point on the travel route.

[0073] The step of comparing the estimated battery discharge levels corresponding to the train's upward or downward travel to determine the train's emergency traction route includes: The estimated discharge amount of the batteries corresponding to the two adjacent stations when the train travels up or down from the fault point is compared, and the adjacent station corresponding to the smaller amount is determined as the target station. The direction from the fault point to the target station is determined as the emergency traction direction.

[0074] The estimated discharge amount of the battery corresponding to the train's upward or downward travel is the estimated discharge amount of the battery at the stations located at the two ends adjacent to the fault point on the travel route.

[0075] Specifically, when the train is running in the section, it simulates and calculates the estimated battery discharge required to travel from the fault point to the previous and subsequent stations based on the direction of travel. By directly comparing the two values ​​for the corresponding directions of travel, it automatically selects the direction with lower power consumption as the emergency traction direction (as illustrated above, it will not be repeated here). This process fully demonstrates the following advantages: First, the decision-making basis is highly objective and optimized. It aims to minimize the consumption of critical resources, ensuring that the probability of successfully reaching the safe point with limited battery power is maximized, fundamentally improving the reliability of rescue. Second, this mechanism lays the foundation for achieving rapid automated response. The entire judgment process is clear and can be directly executed by the TCM as algorithmic instructions, thus completely eliminating the reliance on human experience in emergency situations and greatly shortening the decision-making time. Moreover, this method exhibits good universality. Among them, the direction from station N to station N+1 is upward, and the opposite is downward.

[0076] Specifically, the following explanation will be based on the train's original direction of travel (up or down). Figure 2 In this context, we need to determine whether the line is up or down, the estimated battery discharge from the fault point to the previous station, and the estimated battery discharge from the fault point to the next station. We also need to find the estimated battery discharge from the corresponding down or up line fault point to the previous and next stations.

[0077] If the fault point is between upstream station N and station N+1, the estimated battery discharge amount from the fault point to the previous station N is S1, and the estimated battery discharge amount from the fault point to the next station N+1 is S2; for the same point on the downstream line, the estimated battery discharge amount from the fault point to station N is S4, and the estimated battery discharge amount from the fault point to station N+1 is S3. If S2 is greater than S4, the train will run towards station N; otherwise, the train will run towards station N+1.

[0078] Similarly, if the fault location is between station N and station N+1 on the downlink, if S3 is greater than S1, the train will run towards station N; otherwise, the train will run towards station N+1.

[0079] In summary, during emergency traction of the battery, the train will proceed to the next station in the direction where the battery's estimated discharge level is low.

[0080] In practical application, this embodiment uses minimizing the estimated battery discharge as the core decision-making criterion, ensuring that the train successfully reaches the nearest station with the least amount of battery power. Furthermore, the "up" and "down" directions are determined in conjunction with the train's running direction, providing a consistent operational benchmark for the entire decision-making process. This ensures a unified understanding and execution of the rules regardless of the time, personnel, or system involved, eliminating confusion in traction operations.

[0081] In train TCMS control of battery traction, the battery status information (such as remaining battery capacity, discharge current, battery faults, etc.) needs to be provided by the battery management system through the vehicle bus.

[0082] This invention provides a train traction emergency operation control system, which applies the novel battery-powered emergency traction energy-saving operation control strategy described in the above embodiments, including: The acquisition module is used to: when the train meets the battery traction conditions, acquire the line distance from the fault point to the corresponding adjacent station on the running line.

[0083] The discharge quantity estimation module is used to: query a pre-established battery traction database based on the adjacent stations corresponding to the up or down direction and the corresponding line distance to obtain the estimated battery discharge quantity required for the train to travel up or down to the corresponding adjacent station; wherein, the battery traction database includes at least the estimated battery discharge quantity required for the train to travel from any position between any two adjacent stations to one of the two adjacent stations along the route.

[0084] The traction route determination module is used to: compare the estimated discharge amount of the battery corresponding to the train's upward or downward direction to determine the emergency traction route of the train, wherein the emergency traction route includes an emergency traction direction and a target station, the target station includes the adjacent station corresponding to the upward or downward direction, and the emergency traction direction is the adjacent station corresponding to the smaller of the estimated discharge amount of the battery corresponding to the train's upward or downward direction from the fault point.

[0085] The traction control module is used to control the train to perform emergency traction according to the emergency traction route.

[0086] The specific implementation method of this embodiment can be referred to the corresponding implementation method described above, and will not be described again here.

[0087] The present invention provides a train, including the train traction emergency operation control system described above.

[0088] The specific implementation method of this embodiment can also refer to the corresponding implementation method described above, and will not be described again here.

[0089] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, battery traction database, or other media used in the embodiments provided by this invention can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0090] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention herein.

[0091] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A novel battery-powered emergency traction energy-saving operation control strategy, characterized in that, Based on the actual line conditions and the ability to operate in both directions, calculate the estimated battery discharge amount required in both directions, and select the smallest of the required estimated battery discharge amounts to determine the actual battery capacity installed on the vehicle. When a train experiences a main power supply failure, the TCMS automatically searches the battery traction database based on the distance from the fault point to the previous station, the name of the previous station, and whether the line is in the up or down direction. The search results include: the distance from the fault point to the next station, the name of the next station, the estimated battery discharge from the previous station, and the estimated battery discharge from the next station. For the same fault point on another line, the estimated battery discharge from the two stations corresponds to the estimated battery discharge from each station. The system then controls the train to run towards the station with the lower estimated battery discharge.

2. The novel battery-powered emergency traction energy-saving operation control strategy according to claim 1, characterized in that, A battery traction database pre-established in a specific storage area of ​​TCMS includes: Input line information, including: Upbound: Station 1, Station 2, Station 3 to Station N, Station N+1; Downstream: Station N+1, Station N to Station 3, Station 2, Station 1; N represents the station name, and N is a positive integer; Distances between stations: distance on straight sections, distance on slopes, gradient, curve length, and speed limit; Input battery parameters: rated voltage, ultimate voltage, rated capacity; Input battery traction characteristics: traction force-speed characteristics, including basic resistance and maximum gradient resistance; time-battery current characteristics, time-battery capacity characteristics, and distance-battery capacity characteristics; A battery traction database is created based on the input information.

3. The novel battery-powered emergency traction energy-saving operation control strategy according to claim 2, characterized in that, The process of establishing a battery traction database based on the input information includes: Based on the line information, battery parameters, and battery traction characteristics, actual line simulation calculations are performed; simulation results data are obtained: the estimated battery discharge amount between each two adjacent stations varies with distance; the estimated battery discharge amount between each two adjacent stations on both the up and down lines varies with distance and is stored in the battery traction database.

4. The novel battery-powered emergency traction energy-saving operation control strategy according to any one of claims 1-3, characterized in that, During train operation, TCMS performs speed-time integration calculations based on real-time train speed information and travel time to obtain and record the distance.

5. The novel battery-powered emergency traction energy-saving operation control strategy according to claim 4, characterized in that, It also includes real-time train distance calculation. When the train arrives at each station, the TCMS records the station name. When the train departs from each station, the TCMS receives the door closing signal and detects that the train speed has increased from 0 to a speed greater than the preset speed. Then it starts to calculate the distance between the current station and the next station and stores the distance. This process continues, and the distance between each station needs to be calculated during the operation of the line.

6. The novel battery-powered emergency traction energy-saving operation control strategy according to any one of claims 1-3, characterized in that, When a train experiences a main power supply failure, the TCMS automatically searches the battery traction database based on the distance from the fault point to the previous station, the name of the previous station, and whether the current line is in the up or down direction. The search results include: the distance from the fault point to the next station, the name of the next station, the estimated battery discharge capacity from the previous station, and the estimated battery discharge capacity from the next station. For the same fault point on another line, the estimated battery discharge capacity from the two stations is calculated as follows: assuming the current line is the up line, the name of the previous station is N, and the name of the next station is N+1, the estimated battery discharge capacity from the fault point to station N is S1, and the estimated battery discharge capacity from the fault point to station N+1 is S2. For the other line is the down line, the estimated battery discharge capacity from the same fault point to station N on the down line is S4, and the estimated battery discharge capacity from the same fault point to station N+1 on the down line is S3. By comparing the estimated discharge capacities of each battery, the traction direction and corresponding station are determined.

7. The novel battery-powered emergency traction energy-saving operation control strategy according to claim 6, characterized in that, TCMS finds the estimated battery discharge amounts S1, S2, S4, and S3 for the up and down lines respectively from station N and station N+1 of the fault point, and compares them. If this is the up line and S2 is greater than S4, the train will run towards station N to the corresponding station; otherwise, the train will run towards station N+1 to the corresponding station. If this is a down line, and S3 is greater than S1, then the train will run towards station N to the corresponding station; otherwise, the train will run towards station N+1 to the corresponding station.

8. The novel battery-powered emergency traction energy-saving operation control strategy according to any one of claims 1-3, characterized in that, When the main power supply fails, the TCMS determines that the battery traction conditions are met and issues a battery traction command. The TCMS then controls the train to move towards the next station or rescue point in the direction of the smaller battery capacity.

9. The novel battery-powered emergency traction energy-saving operation control strategy according to any one of claims 1-3, characterized in that, The train records distances in steps of a set interval while it is in motion.

10. The novel battery-powered emergency traction energy-saving operation control strategy according to claim 8, characterized in that, If the TCMS determines that the train does not meet the battery traction conditions, it will issue a waiting for rescue instruction.

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