Energy efficiency optimization method and system based on segmented gradual slope gravity energy storage

Abstract

The present application provides an energy efficiency optimization method and system based on segmented gradual slope gravity energy storage, relating to the technical field of intelligent control, the method comprising: detecting the current speed of the heavy object and the position of the slope segment, comparing the current speed with the target speed of the current slope segment, dynamically adjusting the braking force applied to the heavy object according to the speed deviation, and making the speed of the heavy object approach the target speed of the current slope segment; during the real-time operation and speed control process, when it is detected that the heavy object is displaced to the end boundary of the current slope segment, based on the current speed and the target speed of the next slope segment, a smooth transition algorithm is used to gradually change the target speed and apply corresponding acceleration continuity constraints, and the braking force is dynamically updated to complete the switching control between adjacent slope segments. The present application reduces equipment wear and tear, prolongs the service life of the system, and reduces the probability of failure caused by impact.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent control, in particular to an energy efficiency optimization method and system based on segmented gradual slope gravity energy storage. BACKGROUND

[0002] The existing slope gravity energy storage system mainly adopts single slope design, which has the following key problems:

[0003] Low energy efficiency, in the energy storage / release process, the fixed slope cannot adapt to the dynamic working condition (such as speed change, friction loss), resulting in low mechanical and electrical energy conversion efficiency (usually less than 75%), and cannot realize dynamic parameter matching and brake force adjustment based on segmented slope; single slope is difficult to match complex terrain characteristics, and cannot realize the optimized layout of continuous decreasing slope through segmented design, resulting in high construction cost and low resource utilization; the existing system does not design segmented braking strategy for slope change, and cannot dynamically adjust the braking force through speed deviation, resulting in large equipment wear and high maintenance cost. SUMMARY

[0004] The technical problem to be solved by the present application is to provide an energy efficiency optimization method and system based on segmented gradual slope gravity energy storage, which reduces equipment wear, prolongs the service life of the system, and reduces the probability of failure caused by impact.

[0005] To solve the above technical problems, the technical scheme of the present application is as follows:

[0006] In a first aspect, the energy efficiency optimization method based on segmented gradual slope gravity energy storage comprises:

[0007] Step 1, constructing a gravity energy storage track structure, the track structure is composed of at least three slope segments with continuously decreasing slope, wherein the first segment slope > the middle segment slope > the last segment slope;

[0008] Step 2, based on the slope segment structure with continuously decreasing slope constructed in step 1, calculating the final running parameters corresponding to each slope segment, the final running parameters at least include target speed, slope angle and slope length;

[0009] Step 3, based on the target speed of each slope segment calculated in step 2, during the running of the heavy object along the slope segment, the current speed and the position of the heavy object in the slope segment are detected in real time, and the current speed is compared with the target speed of the current slope segment, and the braking force applied to the heavy object is dynamically adjusted according to the speed deviation, so that the speed of the heavy object approaches the target speed of the current slope segment;

[0010] Step 4, in the real-time operation and speed control process of step 3, when it is detected that the heavy object is displaced to reach the end boundary of the current slope section, based on the current speed and the target speed of the next slope section, a smooth transition algorithm is used to gradually change the target speed and apply corresponding acceleration continuity constraints, and the braking force is dynamically updated to complete the switching control between adjacent slope sections.

[0011] Further, step 1, a gravity energy storage track structure is constructed, the track structure is composed of at least three slope sections with continuously decreasing slopes, wherein the slope of the first section > the slope of the middle section > the slope of the last section, including:

[0012] Step 11, determine the total potential energy constraint of the energy storage system and the slope decreasing principle, that is, set the total height difference of the track according to the total gravitational potential energy required by the energy storage system and the site conditions; based on the slope continuously decreasing principle, set the slope value of each slope section to meet the condition that the slope of the previous section > the slope of the next section.

[0013] Further, the step 2 includes:

[0014] Step 21, based on the slope angle of each slope section determined in step 1, calculate the target speed value corresponding to each slope section; wherein the target speed value is the expected uniform speed set to balance the gravitational component and the expected running resistance on the slope section;

[0015] Step 22, based on the target speed value of each slope section calculated in step 21 and the displacement constraint condition of the energy storage system, determine the slope length of each slope section; wherein when determining the slope length, the difference between the target speed of the current slope section and the target speed of the adjacent slope section, and the displacement space required for speed transition are determined;

[0016] Step 23, based on the slope length of each slope section determined in step 22 and the slope angle of each slope section determined in step 1, calculate the height difference of each slope section, and verify whether the sum of the height differences of all slope sections meets the total height difference requirement set in step 11; if not, return to step 22 to adjust the corresponding slope length, or return to step 11 to adjust the slope angle setting or the total height difference constraint, until the requirement is met.

[0017] Further, the step 3 includes:

[0018] Step 31, during the operation of the heavy object, the displacement sensor and the speed sensor deployed in the track system are used to synchronously and real-timely collect the displacement data and the instantaneous speed data of the heavy object;

[0019] Step 32, based on the displacement data collected in step 31, in combination with the slope length information of each slope section determined in step 2, real-timely determine the specific slope section where the heavy object is currently located; according to the determination result, match and obtain the target speed value corresponding to the current slope section calculated in step 2;

[0020] Step 33, based on the instantaneous speed data collected in step 31 and the current slope segment target speed value obtained in step 32, calculate the real-time speed deviation; based on the speed deviation signal, real-time calculation and generation of dynamic braking force adjustment instruction applied to the heavy object, wherein when the instantaneous speed is greater than the target speed, increase the braking force; when the instantaneous speed is less than the target speed, reduce the braking force;

[0021] Step 34, the dynamic braking force adjustment instruction generated in step 33 is output to the braking actuator of the heavy object in real time, and the corresponding braking force is applied; by continuously executing steps 31 to 34, a closed-loop control loop is formed to drive the heavy object speed to approach the current slope segment target speed.

[0022] Further, the step 32 comprises:

[0023] Step 321, based on the displacement data collected in real time in step 31, calculate the cumulative displacement of the heavy object since the starting point of the track; set the initial slope segment index as the first segment;

[0024] Step 322, based on the cumulative displacement calculated in step 321, combined with the slope segment length information of the current slope segment index corresponding slope segment determined in step 2, judge whether the cumulative displacement is within the starting displacement boundary to the termination displacement boundary of the current slope segment index corresponding slope segment;

[0025] Step 323, if step 322 is yes, it is determined that the heavy object is still in the current slope segment index corresponding slope segment; if step 322 is no, the slope segment index value is incremented or decremented, and step 322 is returned to rejudge the boundary until the new slope segment index of the heavy object is determined; the finally determined current slope segment index is taken as the determination result;

[0026] Step 324, based on the current slope segment index determined in step 323, match and obtain the target speed value of the slope segment corresponding to the index pre-calculated and stored in step 2.

[0027] Further, the step 33 comprises:

[0028] Step 331, based on the instantaneous speed data collected in step 31 and the current slope segment target speed value obtained in step 32, real-time calculation of the difference between the two, get the real-time speed deviation value at the current time;

[0029] Step 332, signal processing is performed on the real-time speed deviation value calculated in step 331, which is converted into a standardized deviation signal for control calculation; at the same time, based on the positive and negative characteristics of the deviation signal, determine the braking force adjustment direction: if the deviation signal is positive, it is determined that the braking force needs to be increased; if the deviation signal is negative, it is determined that the braking force needs to be reduced;

[0030] Step 333, based on the normalized deviation signal obtained in step 332, combined with the preset control strategy, real-time calculation of the required brake force adjustment amount absolute value; wherein the size of the adjustment amount absolute value is positively correlated with the absolute value of the normalized deviation signal;

[0031] Step 334, according to the brake force adjustment direction determined in step 332 and the brake force adjustment amount absolute value calculated in step 333, the final dynamic brake force adjustment instruction applied to the heavy object is synthesized.

[0032] Further, the step 4 comprises:

[0033] Step 71, in the closed-loop control process, when the real-time slope position determination result and the determined current slope length information are detected, the heavy object cumulative displacement reaches the current slope segment end boundary threshold, a slope segment switching trigger signal is generated;

[0034] Step 72, in response to the switching trigger signal, the current real-time speed value collected in step 31 and the next slope segment target speed value pre-stored in step 2 are obtained; based on the current real-time speed value and the next slope segment target speed value, a smooth transition algorithm is used to generate an expected speed change curve from the current speed to the next slope segment target speed;

[0035] Step 73, based on the expected speed change curve, combined with the real-time displacement information of the heavy object, the expected target speed value at the current time is dynamically calculated and updated; based on the instantaneous speed data and the updated expected target speed value, the real-time speed deviation is calculated;

[0036] Step 74, input the real-time speed deviation into the brake force adjustment instruction generation process, real-time generation and output of the updated dynamic brake force adjustment instruction to the brake actuator, so that the heavy object speed tracks the expected speed change curve;

[0037] Step 75, real-time monitoring of the execution progress of the expected speed change curve, when the heavy object speed is detected to be stable and close to the next slope segment target speed value and the displacement enters the next slope segment range, it is determined that the switching is completed; exit the transition control state, set the next slope segment target speed value as the matching target of step 32, and hand over the control to the regular closed-loop running process of step 3.

[0038] The second aspect is an energy efficiency optimization system based on segmented gradual slope gravity energy storage, comprising:

[0039] A construction module is used to construct a gravity energy storage track structure, the track structure is composed of at least three slope segments with continuously decreasing slope, wherein the first slope > the middle slope > the last slope;

[0040] A calculation module is configured to calculate final operation parameters corresponding to each slope section based on the constructed slope section structure with continuously decreasing slope, the final operation parameters including at least target speed, slope angle and slope section length;

[0041] A comparison module is configured to detect current speed and position of the heavy object on the slope section during the running of the heavy object along the slope section based on the calculated target speed of each slope section, compare the current speed with the target speed of the current slope section, and dynamically adjust the braking force applied to the heavy object according to the speed deviation so that the speed of the heavy object approaches the target speed of the current slope section.

[0042] An adjustment module is configured to, during real-time running and speed control, when it is detected that the heavy object is displaced to the end boundary of the current slope section, perform gradual change processing on the target speed by using a smooth transition algorithm based on the current speed and the target speed of the next slope section and applying corresponding acceleration continuity constraint, and dynamically update the braking force to complete switching control between adjacent slope sections.

[0043] The above scheme of the present application at least includes the following beneficial effects:

[0044] By using the segmented gradual slope structure (the slope of the first section > the slope of the middle section > the slope of the last section) and cooperating with the dynamic braking force adjustment strategy, the braking energy loss is effectively reduced. Experimental data show that the energy storage efficiency can be improved.

[0045] The continuously decreasing slope design makes the sliding speed of the heavy object more gentle, and in combination with the smooth transition algorithm (acceleration continuity constraint) during slope section switching, mechanical impact and kinetic energy mutation are greatly reduced. Compared with the frequent braking adjustment of the gradual rising slope, the present method reduces equipment wear and tear, prolongs the service life of the system, and reduces the probability of failure caused by impact.

[0046] Through real-time speed detection and dynamic comparison of the target speed (step 3), and gradual change processing during slope section switching (step 4), precise matching of “slope-speed-braking force” is realized. This fine control avoids excessive braking or insufficient braking, so that the system always operates in the optimal working condition, further releasing the energy efficiency potential of the gradual slope structure. BRIEF DESCRIPTION OF DRAWINGS

[0047] Figure 1 FIG. 1 is a flowchart of an energy efficiency optimization method based on segmented gradual slope gravity energy storage provided by an embodiment of the present application.

[0048] Figure 2 FIG. 2 is a schematic diagram of an energy efficiency optimization system based on segmented gradual slope gravity energy storage according to an embodiment of the present application.

[0049] Figure 3 FIG. 3 is a schematic diagram of a vehicle power generation process of the segmented gradual slope structure according to the present application.

[0050] Figure 4 is a schematic diagram of the slope and energy consumption of a conventional ramp.

[0051] Figure 5 is a schematic diagram of the loss of a segmented gradual ramp of the present application over time.

[0052] Figure 6 is a schematic diagram of the loss of a segmented gradual ramp of the present application over time.

[0053] Figure 7 is a schematic diagram of the energy conversion efficiency of each slope segment of the present application.

[0054] Figure 8 is a schematic diagram of the energy distribution of each slope segment of the system of the present application.

[0055] Figure 9 is a schematic diagram of the effect of the speed of each slope segment on the power generation of the present application.

[0056] Figure 10 is a schematic diagram of the average power generation of each slope segment of the present application.

[0057] Figure 11 is a schematic diagram of the energy storage efficiency and energy over time of the system of the present application.

[0058] Figure 12 is a schematic diagram of the distribution of the kinetic energy of the vehicle of the present application. DETAILED DESCRIPTION

[0059] Exemplary embodiments of the present disclosure will be described in greater detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be embodied in various forms without being limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure can be thoroughly understood and fully conveyed to those skilled in the art.

[0060] As shown in Figure 1 , an embodiment of the present application proposes an energy efficiency optimization method based on segmented gradual ramp gravity energy storage, comprising:

[0061] Step 1, constructing a gravity energy storage track structure, the track structure being composed of at least three slope segments with continuously decreasing slope, wherein the slope of the first segment > the slope of the middle segment > the slope of the last segment;

[0062] Step 2, based on the slope segment structure with continuously decreasing slope constructed in step 1, calculating the corresponding final operating parameters of each slope segment, the final operating parameters including at least target speed, slope angle and slope segment length;

[0063] Step 3, based on the target speed of each slope segment calculated in step 2, the current speed of the heavy object is detected in real time during the running of the heavy object along the slope segment, and the current speed is compared with the target speed of the current slope segment, and the braking force applied to the heavy object is dynamically adjusted according to the speed deviation, so that the speed of the heavy object approaches the target speed of the current slope segment;

[0064] Step 4, during the real-time running and speed control in step 3, when it is detected that the heavy object is displaced to the end boundary of the current slope segment, based on the current speed and the target speed of the next slope segment, a smooth transition algorithm is used to gradually change the target speed and apply corresponding acceleration continuity constraints, and the braking force is dynamically updated to complete the switching control between adjacent slope segments.

[0065] In the embodiments of the present application, the track structure composed of at least three slope segments with continuously decreasing slopes is the basis for energy efficiency optimization. First, the continuously decreasing slope design can match the energy release law of the heavy object under the action of gravity, avoiding the concentrated release of energy caused by a single steep slope or the insufficient utilization of energy caused by a single gentle slope, so that the gravitational potential energy conversion process is more in line with the needs of efficient system operation. Secondly, the segmented structure provides a physical basis for subsequent segmented speed control and energy management. By dividing the long-distance track into slope segments with different slopes, differentiated operation strategies can be developed for each segment, thereby reducing energy consumption overall. In addition, this structure can reduce the impact load when the heavy object starts and brakes, reduce the wear and tear of mechanical parts caused by severe stress, prolong the service life of the equipment, and indirectly improve the long-term operation efficiency of the system.

[0066] Based on the track structure, the target speed, slope angle and slope segment length of each slope segment are calculated as the final running parameters, providing a scientific basis for precise control of the system. On the one hand, the clear target speed sets an optimal benchmark for the heavy object's movement, ensuring that the heavy object moves at the most energy-efficient speed in each slope segment, reducing the problem of wasted braking energy due to excessive speed or insufficient potential energy utilization due to low speed. On the other hand, the quantitative calculation of the slope angle and the slope segment length can achieve balanced matching of the energy conversion process in each slope segment, avoiding energy fluctuations caused by parameter mismatch and improving the stability of system energy conversion. At the same time, these parameters provide clear control targets for subsequent real-time speed adjustment, improving the accuracy and efficiency of speed control and laying a data foundation for energy efficiency optimization.

[0067] During the operation of the heavy object, the speed and position are detected in real time, and the braking force is dynamically adjusted to make the speed of the heavy object approach the target speed, which is the core link to realize energy efficiency optimization. First, the real-time detection and comparison mechanism can timely find the speed deviation, ensure that the heavy object always runs in the range close to the target speed, and minimize the energy loss caused by speed deviation. When the speed is too high, the excess energy can be recovered through moderate braking; when the speed is too low, the braking intervention can be reduced to fully utilize the gravitational potential energy. Second, the dynamic adjustment of the braking force has flexibility, which can quickly respond to real-time working conditions, avoid energy waste in the traditional fixed braking mode, and significantly improve the energy conversion efficiency. In addition, this real-time control mode can also enhance the adaptability of the system to external disturbances, such as changes in road friction encountered during the operation of the heavy object. The speed can be stabilized by timely adjusting the braking force to maintain the continuity and efficiency of the energy conversion process.

[0068] The smooth transition algorithm and acceleration continuity constraint are used when switching between adjacent slope sections, which can effectively solve the problems of energy loss and impact during slope section switching. First, the gradual change of the target speed in the smooth transition avoids sudden braking or acceleration caused by the sudden change of the target speed between adjacent slope sections, reduces the additional energy consumption caused by the sudden change of speed, and makes the energy conversion maintain continuity and efficiency at the junction of the slope sections. Second, the acceleration continuity constraint ensures the smooth change of the braking force, reduces the impact load on the mechanical transmission system at the switching moment, reduces the risk of component wear and failure, and prolongs the equipment maintenance cycle, thereby improving the energy efficiency of the system from the long-term operation perspective. In addition, this switching control method can improve the stability and safety of system operation, avoid problems such as out-of-control speed of the heavy object caused by improper slope section switching, ensure the reliable operation of the energy conversion process, and further consolidate the overall energy efficiency optimization effect.

[0069] In a preferred embodiment of the present application, step 1, a gravitational energy storage track structure is constructed, which is composed of at least three slope sections with continuously decreasing slope, wherein the first section slope > middle section slope > last section slope, including:

[0070] Step 11, determine the total potential energy constraint of the energy storage system and the slope decreasing principle, that is, set the total height difference of the track according to the total gravitational potential energy required by the energy storage system and the site conditions; based on the principle of continuously decreasing slope, the slope values of each slope section need to meet the condition that the slope of the previous section > the slope of the next section.

[0071] In the embodiments of the present application, the total gravitational potential energy required is calculated according to the design target of the energy storage system (such as the rated energy storage capacity, the charging and discharging efficiency, the response time, etc.). The total gravitational potential energy formula is (Ep=mgh) (wherein m is the mass of the weight, g is the acceleration of gravity, and h is the total height difference), and the total gravitational potential energy value actually required is deduced in combination with the energy conversion efficiency of the system (such as the loss of the motor and the transmission device), so as to ensure that the charging and discharging requirements of the energy storage system can be met.

[0072] For the candidate construction site, the terrain data (such as the existing slope, the altitude change), the space limitation (such as the horizontal distance, the vertical drop range), the geological condition (such as the soil bearing capacity, the stability) and the environmental constraint (such as the ecological protection, the distance from the surrounding buildings) are collected. For example, if the natural slope of the site is gentle, it is necessary to evaluate whether the required height difference can be achieved through artificial modification; if there is a geological fault in the site, the unstable area needs to be avoided to ensure the safety of the track.

[0073] Based on the total gravitational potential energy requirement and the site condition, the total height difference h of the track is calculated and determined. As can be seen from Ep=mgh, when the mass m of the weight is fixed, the total height difference h is proportional to the total potential energy. The minimum height difference that meets the total potential energy requirement needs to be selected within the maximum vertical drop range allowed by the site (to reduce the engineering cost), while a certain safety margin (such as to cope with the mass fluctuation or the efficiency fluctuation) is reserved.

[0074] The slope decrement principle and the specific slope value range are set: according to the continuous decrement principle of “the slope of the front section > the slope of the rear section”, in combination with the total height difference and the horizontal length of the site, at least three slope sections are preliminarily divided. For example, the first section needs to undertake the main task of initial potential energy release, and the slope can be set to a larger value (such as 5%-10%) to quickly establish a reasonable initial speed; the slope of the middle section is appropriately reduced (such as 3%-5%) for stable energy conversion; and the slope of the last section is the smallest (such as 1%-3%) to facilitate subsequent braking and energy recovery. At the same time, it is necessary to ensure that the slope difference value of adjacent slope sections is within a reasonable range (such as 2%-3% per section), so as to avoid energy impact caused by sudden change of the slope.

[0075] The set total height difference and slope value are substituted into the actual terrain data of the site to verify the feasibility of the track layout (such as whether the horizontal length is sufficient and whether the connection of each slope section is smooth); if there is a conflict (such as insufficient horizontal length of the site), the slope value or the height difference distribution of each slope section is fine-tuned under the premise of maintaining the total potential energy and the slope decrement principle, until the track structure meets the energy requirement and adapts to the site condition.

[0076] The present application ensures that the track structure can meet the energy storage and release requirements of the energy storage system and avoid the engineering unfeasibility caused by deviating from the actual terrain, reduces the construction cost and risk by clearly defining the total potential energy constraint and site condition evaluation; The setting of the slope decreasing principle makes the slope of each slope section match the energy release law of the heavy object, reduces the energy concentrated loss or insufficient utilization caused by unreasonable slope, and improves the efficiency of converting gravitational potential energy into electric energy (or other forms of energy); The clear slope value and total height difference provide accurate input for the operation parameter calculation of step 2, ensure that the target speed, slope length and other parameter design have clear basis, and create conditions for subsequent segmented speed control and slope switching control.

[0077] In a preferred embodiment of the present application, the step 2 comprises:

[0078] Step 21, based on the slope angle of each slope section determined in step 1, the target speed value corresponding to each slope section is calculated; wherein the target speed value is the expected uniform speed set to achieve the balance between the gravitational component and the expected running resistance on the slope section;

[0079] Step 22, based on the target speed value of each slope section calculated in step 21 and the displacement constraint condition of the energy storage system, the slope length of each slope section is determined; wherein when determining the slope length, the difference between the current slope section target speed and the adjacent slope section target speed is determined according to the displacement space required for speed transition;

[0080] Step 23, based on the slope length of each slope section determined in step 22 and the slope angle of each slope section determined in step 1, the height difference of each slope section is calculated, and whether the sum of the height differences of all slope sections meets the total height difference requirement set in step 11 is verified; if not, return to step 22 to adjust the corresponding slope length, or return to step 11 to adjust the slope angle setting or total height difference constraint, until the requirement is met.

[0081] In the embodiment of the present application, the above step 21, the target speed value of each slope section is calculated:

[0082] When the heavy object runs along the slope, it will be affected by two key forces, the gravity component along the slope downward (determined by the slope angle, the steeper the slope, the greater the component) and the running resistance along the slope upward (including track friction, air resistance, mechanical transmission resistance, etc., the resistance is related to speed, weight, etc.), the target speed needs to meet "gravity component = running resistance", at this time the heavy object can move at a constant speed without additional power or braking intervention, and the energy loss is minimized; based on the slope angle of each slope segment determined in step 1, first estimate the gravity component corresponding to the slope segment (the greater the slope angle, the greater the gravity component along the slope); then estimate the running resistance of the slope segment according to the track material, weight of the heavy object, environmental conditions, etc. (for example, the higher the speed, the greater the air resistance and friction resistance); by matching the state of "gravity component = running resistance", the target speed of the slope segment is deduced, the first segment with a steeper slope needs a higher target speed to balance the resistance because of the large gravity component; the last segment with a gentle slope can achieve force balance with a lower target speed because of the small gravity component; determine that the calculated target speed is within the safe operating range of the system (does not exceed the track bearing limit or the tolerance speed of mechanical components), if it exceeds the range, the resistance estimation parameters need to be adjusted (such as optimizing track lubrication to reduce friction resistance), and the target speed needs to be recalculated.

[0083] The above step 22 determines the length of each slope segment:

[0084] The basic length calculation is based on the target speed obtained in step 21, combined with the amount of energy conversion that needs to be completed in the slope segment (determined by the total potential energy distribution), and the length of the slope segment is preliminarily calculated. The higher the target speed, the more energy needs to be converted, and the longer the length of the slope segment (to ensure enough distance to complete energy conversion); there is a difference in target speed between adjacent slope segments (such as the first segment having a higher target speed than the middle segment), and when the heavy object enters the next segment from the current segment, it needs to pass a certain distance to smoothly transition the speed from the current target value to the next target value (to avoid energy loss caused by sudden acceleration or sudden braking). Therefore, the transition distance needed is estimated according to the difference between the target speeds of the two segments (the greater the difference, the longer the transition distance), and this distance is included in the design of the length of the current slope segment (or reserved in the length of the next segment, which needs to be kept coherent); displacement constraints include total length limitations, physical space limitations of each slope segment layout, etc.; after adding the preliminarily calculated length of the slope segment to the transition distance, if it exceeds the displacement constraint, the length distribution of each slope segment needs to be adjusted (such as shortening the slope segment with less energy conversion) while maintaining the speed transition requirement to ensure that the total length meets the site conditions.

[0085] The above step 23 calculates the height difference of each slope segment and verifies the total height difference as follows:

[0086] Calculate the height difference of each slope section, according to the slope section length determined in step 22 and the slope angle determined in step 1, calculate the vertical height difference of each slope section (the greater the slope angle and the longer the slope section, the greater the height difference of the slope section, that is, the greater the vertical distance of the heavy object falling in the section); Add the height differences of all slope sections to get the total height difference of the track, and compare it with the total height difference set in step 11 (the total vertical drop that meets the total potential energy requirement); If the sum is equal to or close to the set value (within the allowable error range), the parameters are valid; If it is not met (such as the total sum is too small, resulting in insufficient total potential energy; Or too large, exceeding the vertical drop limit of the site), it needs to be adjusted in the opposite direction:

[0087] If the error is small, return to step 22 to adjust the slope section length (such as increasing / decreasing the length of a certain section to fine-tune the height difference);

[0088] If the error is large, return to step 11 to readjust the slope angle (such as increasing / decreasing the slope of a certain section to change the height difference), or reevaluate the reasonableness of the total height difference (ensure that the total potential energy requirement remains unchanged), until the total height difference meets the set requirements.

[0089] Through the linkage calculation and verification of steps 21-23, the final target speed, slope section length and other parameters can not only meet the energy conversion efficiency requirement, but also adapt to the physical constraints of the system.

[0090] In the embodiment of the present application, step 21 sets the target speed balanced with the gravity component and the running resistance, so that the heavy object can run at approximately constant speed on each slope section, reducing unnecessary energy loss (such as unnecessary braking or power output) caused by speed fluctuations, and maximizing the conversion ratio of gravitational potential energy to effective energy; Step 22 determines the slope section length in combination with the speed transition requirement, reserving enough displacement space for the speed switching of adjacent slope sections to avoid impact load caused by sudden speed changes, reduce the risk of mechanical part wear and tear, and at the same time ensure smooth and controllable speed transition process; Step 23 verifies the matching of the total height difference of each slope section and the total height difference to ensure that the track design can not only meet the total potential energy requirement of the energy storage system (ensure the energy storage capacity), but also adapt to the actual space conditions of the site (avoid engineering feasibility problems caused by unreasonable height difference), realizing closed-loop optimization of parameter design.

[0091] In a preferred embodiment of the present application, step 3 comprises:

[0092] Step 31, during the running of the heavy object, the displacement sensor and the speed sensor deployed in the track system are used to synchronously and real-time collect the displacement data and instantaneous speed data of the heavy object;

[0093] Step 32, based on the displacement data collected in step 31, in combination with the slope length information of each slope segment determined in step 2, real-time determine the specific slope segment where the heavy object is currently located; according to the determination result, match and obtain the target speed value corresponding to the current slope segment calculated in step 2;

[0094] Step 33, based on the instantaneous speed data collected in step 31 and the current slope segment target speed value obtained in step 32, calculate the real-time speed deviation; based on the speed deviation signal, real-time calculate and generate dynamic braking force adjustment instruction applied to the heavy object, wherein when the instantaneous speed is greater than the target speed, increase the braking force; when the instantaneous speed is less than the target speed, reduce the braking force;

[0095] Step 34, real-time output the dynamic braking force adjustment instruction generated in step 33 to the braking execution mechanism acting on the heavy object to apply the corresponding braking force; by continuously executing steps 31 to 34, a closed loop control loop is formed to drive the heavy object speed to approach the target speed of the current slope segment.

[0096] In the embodiment of the present application, the above-mentioned step 31, the displacement sensor (such as laser range finder, encoder) and speed sensor (such as speed radar, hall sensor) are deployed at reasonable positions (such as the start and end points of each slope segment and key monitoring points) along the track system to ensure that the full running path of the heavy object can be covered; during the running of the heavy object, the displacement sensor continuously measures the distance (displacement data) between the heavy object and the reference point, and the speed sensor synchronously measures the instantaneous speed of the heavy object; the acquisition frequency needs to meet the system response requirements (such as multiple samples per second) to capture the small changes in speed.

[0097] The above-mentioned step 34, the braking force adjustment instruction (such as current value, pressure value) generated in step 33 is sent to the braking execution mechanism (such as electromagnetic brake, hydraulic system), and the execution mechanism applies the corresponding braking force according to the instruction; continuously repeat steps 31 to 34 to form a closed loop control loop of "data acquisition→slope segment determination→deviation calculation→braking force adjustment→execution feedback". After each adjustment, new speed data will be collected and used for the next round of calculation, so that the speed of the heavy object approaches the target speed, and finally stabilizes within the allowable error range (such as ±1km / h).

[0098] The present application can dynamically grasp the position and speed state of the heavy object by real-time data collection of displacement and speed sensors, provide accurate basis for subsequent control, and ensure comprehensive perception of the running process; in combination with the pre-set slope length information, real-time determine the slope segment where the heavy object is located and match the corresponding target speed, so that the control reference is accurately adapted to the running requirements (such as slope, resistance characteristics) of the current slope segment; based on the real-time speed deviation, the braking force is adjusted flexibly, the braking force is increased when the speed is over limit, and the braking force is reduced when the speed is insufficient, to realize fine control of the speed and avoid safety risks and efficiency loss caused by overspeed or slow speed.

[0099] In a preferred embodiment of the present application, the step 32 comprises:

[0100] Step 321, based on the displacement data collected in real time in step 31, calculate the cumulative displacement of the weight since the start of the track; set the initial slope index as the first segment;

[0101] Step 322, based on the cumulative displacement calculated in step 321, in combination with the slope length information of the current slope index corresponding to the slope segment determined in step 2, judge whether the cumulative displacement is within the range of the starting displacement boundary to the termination displacement boundary of the current slope index corresponding to the slope segment;

[0102] Step 323, if step 322 is yes, it is determined that the weight is still in the current slope index corresponding to the slope segment; if step 322 is no, the slope index value is incremented or decremented, and step 322 is returned to re-judge the boundary until the new slope index where the weight is located is determined; the final determined current slope index is taken as the determination result;

[0103] Step 324, based on the current slope index determined in step 323, match and obtain the target speed value of the slope segment corresponding to the index pre-calculated and stored in step 2.

[0104] In the embodiment of the present application, the above-mentioned step 321 calculates the total distance of the weight running from the starting point of the track (displacement zero point) from the displacement data collected in real time by the displacement sensor (for example, the sensor real-time feedback current position is 50 meters, and the cumulative displacement is 50 meters); the slope index is initialized to 1 (corresponding to the first slope), and it is assumed that the weight is initially located in the first segment.

[0105] The above-mentioned step 322, according to the current slope index (such as initially 1), the starting displacement boundary and the termination displacement boundary of the slope segment are called from step 2 (for example, the starting displacement of the first segment is 0 meters, and the termination displacement is 100 meters); check whether the cumulative displacement is within the range of the current slope segment (such as cumulative displacement 50 meters ∈ [0, 100] meters).

[0106] The above-mentioned step 323, if within the range, it is determined that the weight is still in the current slope segment, and the iteration is ended (for example, the cumulative displacement 50 meters is located in the first segment [0, 100] meters, and the current slope index 1 is valid).

[0107] If it is out of range:

[0108] Displacement > End Boundary (e.g. cumulative displacement 120m > first segment end displacement 100m): indicates that the heavy object has entered the next slope segment, increment the slope segment index (e.g. from 1→2), return to step 322 to re-judge (check if 120m is within the middle segment [100,200]m range); Displacement < Start Boundary (e.g. cumulative displacement -20m < first segment start displacement 0m, abnormal case): indicates that there may be sensor error or system abnormality, decrement the slope segment index (e.g. from 1→0, if negative index is allowed) or trigger error handling logic, continuously adjust the slope segment index and judge until the slope segment containing the current cumulative displacement is found (e.g. the middle segment [100,200]m contains 120m, the final slope segment index is 2).

[0109] Step 324 above: map the final determined slope segment index (e.g. 2) to the pre-computed target speed table in step 2 (e.g. index 2 corresponds to middle segment target speed 40km / h), extract the target speed value corresponding to this index from the stored parameter table as the reference for subsequent speed control (e.g. the current slope segment target speed is 40km / h). If the cumulative displacement is exactly equal to a certain slope segment end boundary (e.g. 100m), it is usually determined to enter the next slope segment (e.g. the middle segment), and the boundary attribution rule needs to be specified according to system design; if all slope segment indexes cannot match the cumulative displacement (e.g. the displacement exceeds the end boundary of the last segment), the safety mechanism (e.g. emergency braking) needs to be triggered or the sensor data validity needs to be checked.

[0110] The present application can accurately identify the specific slope segment where the heavy object is located by comparing the real-time cumulative displacement with the slope segment boundaries, ensuring that the control logic is always based on the characteristics (e.g. slope, target speed) of the current slope segment for adjustment, avoiding control deviation caused by slope segment misjudgment; when the heavy object crosses the slope segment boundary, step 32 can timely detect and update the slope segment index, quickly match the target speed of the new slope segment, provide a basis for subsequent smooth transition control, and reduce energy loss and impact during slope segment switching; associating the slope segment index with the pre-designed target speed table, directly mapping the target parameters through the index, reduces the real-time calculation complexity, improves the system response speed, and facilitates system maintenance and parameter adjustment; the iterative judgment mechanism ensures that the correct slope segment can still be located through multiple boundary verifications when the sensor data fluctuates or the system is abnormal, enhancing the stability and reliability of the system and reducing the risk of misjudgment; accurate slope segment determination and target speed matching provide a precise reference for speed deviation calculation and brake force adjustment in step 33, enabling the entire closed-loop control system to operate efficiently and achieve precise control of the heavy object's speed.

[0111] In a preferred embodiment of the present application, step 33 comprises:

[0112] Step 331: Based on the instantaneous velocity data collected in step 31 and the target velocity value of the current slope obtained in step 32, calculate the difference between the two in real time to obtain the real-time velocity deviation value at the current moment.

[0113] Step 332: The real-time speed deviation value calculated in step 331 is processed to convert it into a standardized deviation signal for control calculation; at the same time, based on the positive and negative characteristics of the deviation signal, the direction of braking force adjustment is determined: if the deviation signal is positive, it is determined that the braking force needs to be increased; if the deviation signal is negative, it is determined that the braking force needs to be decreased.

[0114] Step 333: Based on the standardized deviation signal obtained in step 332, and in conjunction with the preset control strategy, calculate in real time the absolute value of the required braking force adjustment; wherein, the magnitude of the absolute value of the adjustment is positively correlated with the absolute value of the standardized deviation signal.

[0115] Step 334: Based on the braking force adjustment direction determined in step 332 and the absolute value of the braking force adjustment amount calculated in step 333, synthesize the final dynamic braking force adjustment command applied to the heavy object.

[0116] In this embodiment of the invention, step 331 above involves calculating the real-time speed deviation value:

[0117] Extract the current instantaneous speed of the weight from step 31 (e.g., the real-time speed measured by the sensor is 45 km / h), and obtain the target speed of the current slope section from step 32 (e.g., the target speed of the current slope section is 40 km / h); subtract the target speed from the instantaneous speed to obtain the real-time speed deviation value (e.g., 45 km / h - 40 km / h = 5 km / h, that is, the deviation value is +5 km / h).

[0118] Step 332 above, signal processing and adjustment direction determination:

[0119] The speed deviation value obtained in step 331 is processed (e.g., high-frequency noise is filtered, and the units are standardized to the standard units required for system control) to convert it into a stable standardized deviation signal (e.g., +5km / h is converted into a standardized signal "+0.5" for easy subsequent control calculations). The direction of braking force adjustment is determined based on the sign of the standardized deviation signal. If the signal is positive (e.g., "+0.5"), it means that the instantaneous speed is higher than the target speed, and the braking force needs to be increased; if the signal is negative (e.g., "-0.3"), it means that the instantaneous speed is lower than the target speed, and the braking force needs to be decreased.

[0120] In step 333 above, the absolute value of the braking force adjustment is calculated:

[0121] Determine the control strategy, the system preset control strategy (such as proportional control), the core logic is "the greater the deviation, the greater the adjustment range" (for example, small deviation when fine-tuning brake force, large deviation when large adjustment); Based on the absolute value of the standardized deviation signal (such as "0.5"), combined with the preset strategy to calculate the absolute value of the brake force adjustment amount (for example, the absolute value of the deviation is 0.5, which corresponds to the absolute value of the adjustment amount "200N", and the absolute value of the deviation is 0.3, which corresponds to "120N", Ensure that the adjustment amount is positively correlated with the size of the deviation.

[0122] The above step 334, synthesis dynamic brake force adjustment instruction:

[0123] The adjustment direction (increase or decrease) determined in step 332 is combined with the absolute value of the adjustment amount calculated in step 333 (for example, the direction is "increase" and the absolute value of the adjustment amount is "200N", then the instruction "increase 200N" is synthesized); The synthesis result is converted into a format that the brake actuator can recognize (such as electrical signal intensity, hydraulic pressure value, etc.), for example, "increase 200N" corresponds to a specific current value, which drives the brake to apply more brake force.

[0124] If the instantaneous speed is lower than the target speed (for example, 38km / h vs 40km / h, deviation -2km / h), the standardized signal is negative, the adjustment direction is determined as "decrease brake force", and the absolute value of the adjustment amount is calculated according to the deviation size (for example, the absolute value of the deviation is 0.2, which corresponds to "80N"), and the final instruction is "decrease 80N"; If the deviation signal jumps instantaneously due to sensor fluctuations (for example, suddenly from +0.5 to -0.1), the signal processing link will filter out such abnormal fluctuations, ensure smooth output of the adjustment instruction, avoid frequent and large changes in brake force, through this process, the system can accurately adjust the brake force according to the real-time speed deviation, so that the speed of the heavy object tends to the target value.

[0125] The present application can capture the speed deviation in time by calculating the difference between the instantaneous speed and the target speed in real time, provide accurate basis for subsequent adjustment, and ensure that the running speed of the heavy object meets the ideal state of the current slope section.

[0126] Improve the adjustment pertinence: based on the positive and negative of the deviation signal, the brake force adjustment direction is clear, the adjustment action is more directional, and blind operation is avoided; At the same time, the deviation signal is standardized, the input standard of control calculation is unified, and the stability of adjustment is enhanced; The absolute value of the brake force adjustment amount is positively correlated with the absolute value of the deviation signal, which means that the greater the deviation, the stronger the adjustment, which can quickly correct large deviation; When the deviation is small, it is gently adjusted to avoid excessive intervention and cause speed fluctuation, so that the heavy object can run smoothly in different slope sections; Through dynamic adjustment of brake force, the heavy object can efficiently travel at the target speed, and safety problems caused by out-of-control speed can be prevented, balancing the efficiency and safety of operation.

[0127] In a preferred embodiment of the present application, the step 4 comprises:

[0128] Step 71, in the closed-loop control process, when the real-time slope position determination result and the determined current slope length information are detected to reach the current slope end boundary threshold value, the accumulated displacement of the heavy object is generated, and the slope switching trigger signal is generated;

[0129] Step 72, in response to the switching trigger signal, the current real-time speed value collected in step 31 and the next slope target speed value stored in step 2 are obtained; based on the current real-time speed value and the next slope target speed value, a smooth transition algorithm is used to generate an expected speed change curve from the current speed to the next slope target speed;

[0130] Step 73, based on the expected speed change curve, the real-time displacement information of the heavy object is combined to dynamically calculate and update the expected target speed value at the current time; based on the instantaneous speed data and the updated expected target speed value, the real-time speed deviation is calculated;

[0131] Step 74, the real-time speed deviation is input to the brake force adjustment instruction generation process, and the updated dynamic brake force adjustment instruction is generated and output to the brake actuator in real time, so that the heavy object speed tracks the expected speed change curve;

[0132] Step 75, the execution progress of the expected speed change curve is monitored in real time, and when it is detected that the heavy object speed is stable and approaches the next slope target speed value and the displacement enters the next slope range, it is determined that the switching is completed; the next slope target speed value is set as the matching target of step 32, and the control is handed over to the normal closed-loop running process of step 3.

[0133] In the embodiment of the present application, the above-mentioned step 71, the slope switching trigger:

[0134] The boundary threshold value is detected based on the slope position determination result of step 32 and the current slope length, and the accumulated displacement of the heavy object is compared with the current slope end boundary (for example, the current slope is 100-200 meters, and the end boundary is 200 meters) in real time; when the displacement reaches the boundary threshold value (such as 200 meters), the system generates a slope switching trigger signal, indicating that the transition control state is entered.

[0135] The above-mentioned step 72, the expected speed change curve is generated:

[0136] The current real-time speed (such as 40 km / h) is obtained from step 31, and the next slope target speed (such as 30 km / h) is obtained from step 2.

[0137] The smooth transition algorithm is designed:

[0138] Determine the transition distance, preset the transition distance (such as 20 meters), that is, start the speed adjustment from the end of the current slope section to 20 meters forward; according to the current speed, the target speed and the transition distance, generate a smooth deceleration curve (such as uniform deceleration curve or S-shaped curve), ensure that the speed gradually changes from 40km / h to 30km / h within 20 meters.

[0139] The above step 73, dynamically update the target speed and calculate the deviation:

[0140] According to the real-time displacement of the heavy object (such as in the transition zone 190-200 meters), the expected target speed corresponding to the current position (such as 195 meters corresponding to the expected speed 35km / h) is calculated by interpolation on the expected speed curve; compare the instantaneous speed (such as 38km / h) collected in step 31 with the current expected speed (35km / h) to get the deviation value (+3km / h).

[0141] The above step 74, update the brake force adjustment instruction:

[0142] The speed deviation (+3km / h) calculated in step 73 is input to the brake force adjustment process in step 33; step 33 generates a brake force adjustment instruction (such as "increase 150N") according to the deviation signal to drive the brake to reduce the speed of the heavy object to the expected speed.

[0143] The above step 75, monitor the switching completion and hand over the control:

[0144] Continue to compare the speed of the heavy object with the target speed of the next slope section (such as 30km / h), and monitor whether the displacement enters the next slope section (such as displacement>200 meters); when the speed is stable around the target value (such as 29.5-30.5km / h) and the displacement enters the next slope section, exit the transition state; set the target speed of the next slope section (30km / h) as the matching target of step 32, and the system returns to the normal closed-loop control process.

[0145] If S-shaped curve is used in the present application, the speed changes gently at the beginning and the end, and the deceleration is faster in the middle stage, which can reduce the impact; if the speed deviation is too large during the transition process (such as the actual speed drops to 25km / h and the target is 30km / h), the system will reduce the brake force to ensure the speed rises, through this process, the system realizes the smooth switching between slope sections, avoids the energy loss and mechanical impact caused by sudden change of speed.

[0146] The application realizes gradual adjustment of speed by generating a desired speed change curve at the junction of slope sections, avoids mechanical impact caused by traditional sudden control mode, prolongs equipment life, and reduces maintenance cost; dynamically tracks the desired speed curve to ensure that the heavy object is always in a controllable state during the slope section switching process, reduces speed fluctuation, and improves system operation stability and reliability; the smooth transition algorithm makes brake force regulation more accurate, reduces unnecessary energy loss, improves the energy utilization efficiency of the entire system, and the effect is significant especially in the scene of frequent slope section switching; the determined switching completion determination mechanism and control shift process ensure seamless connection between transition control and conventional closed-loop control, so that the system can maintain efficient control state in different operation stages; the mechanism can adapt to the slope section switching demand under different slope combinations, and can realize stable control through preset algorithm whether it is steep slope to gentle slope or gentle slope to steep slope transition, improving the adaptability of the system.

[0147] When applied specifically, the application realizes efficient conversion of gravitational potential energy into electrical energy, reduces energy loss and mechanical impact through segmented gradual slope structure design, parameter calculation based on a dynamics model, real-time speed-brake force closed-loop control, and smooth slope section switching. The following will be described in detail in combination with specific embodiments.

[0148] 1. Constructing a gravitational energy storage track structure (step 1)

[0149] In this embodiment, the track structure adopts a three-section slope continuous decreasing design to match the gradual characteristics of gravitational potential energy release and reduce energy loss caused by excessive braking. The specific parameters are as follows:

[0150] the first slope section slope angle , the second slope section slope angle , and the third slope section slope angle , satisfying the decreasing principle of "first slope > middle slope > last slope".

[0151] Each slope section is independently set with key parameters: slope section length (i=1, 2, 3) corresponding to the three sections, slope angle , and target speed , providing a physical basis for subsequent dynamic switching control.

[0152] Design basis: through this structure, energy concentrated release of a single steep slope or insufficient energy utilization of a single gentle slope can be avoided, while mechanical impact during startup and braking is reduced, prolonging equipment life.

[0153] 2. Calculate the final operating parameters of each slope section based on a dynamics model (step 2)

[0154] Quantitative calculation of the target speed of each slope section is combined with an energy efficiency optimization dynamics model , slope length and other parameters to ensure the optimal energy conversion efficiency. The core calculation model is as follows:

[0155] (1) Force and kinematics basic formula

[0156] Optimized braking force during energy storage (used to balance the gravity component and resistance, derive target speed):

[0157] ;

[0158] where, is the total mass of the vehicle and the weight, is the acceleration of gravity, is the angle of the i-th slope, is the speed control gain, is the current speed, is the target speed.

[0159] Rolling resistance and adhesion resistance (key resistance term affecting target speed setting):

[0160] ;

[0161] where, is the rolling resistance coefficient, is the adhesion coefficient.

[0162] Maximum braking force under power limitation (to ensure that the braking force does not exceed the system power carrying capacity):

[0163] ;

[0164] where, is the maximum system power, is the total system efficiency , is the motor efficiency, is the bearing efficiency, is the inverter efficiency).

[0165] (2) Calculation of target speed

[0166] The target speed must satisfy the "gravity component and resistance balance", that is, when , the speed deviation term , at this time , the braking force is only used to balance the inherent resistance, and the energy loss is minimized. Combined with the of the three slopes (15°, 8°, 3°), the following can be calculated:

[0167] First slope segment ​The gravitational component is relatively large, requiring a higher [effort / method]. Balance resistance;

[0168] Third slope section The component of gravity is relatively small. A lower level is sufficient to balance the resistance.

[0169] (3) Length of slope section Verification with height difference

[0170] Each height difference Total height difference It is necessary to match the theoretical energy storage of the system. .

[0171] The length of the slope section needs to allow for speed transition space (if the target speed difference between adjacent slope sections is large, (The longer the duration, the smoother the subsequent switching.)

[0172] 3. Real-time speed control based on dynamic model (step 3)

[0173] During the movement of a heavy object, the braking force is dynamically adjusted using the following model to make the actual speed approach the target speed. :

[0174] (1) Determination of actual braking force

[0175] After comprehensively optimizing braking force, adhesion limitation, and power limitation, the actual braking force is:

[0176] ;

[0177] (2) Calculation of acceleration and displacement

[0178] Acceleration is calculated in real time based on Newton's second law:

[0179] ;

[0180] Combined with time step Calculate the displacement increment:

[0181] ;

[0182] (3) Closed-loop control logic

[0183] Real-time detection of current speed With location (through) The cumulative value determines the slope section. );

[0184] Calculate speed deviation ,pass In Dynamically adjustable braking force:

[0185] If , , increase deceleration;

[0186] If , , decrease acceleration.

[0187] 4. Smooth switching control between adjacent slope sections (Step 4)

[0188] When the heavy object approaches the end of a slope section (e.g., from the first slope section switches to the second slope section Smooth transition is achieved based on the dynamic model:

[0189] (1) Displacement boundary correction

[0190] When the displacement increment exceeds the length of the current slope section , adjust the time step to accurately ensure the switching to the next slope section during the operation of the vehicle, avoid cross-section errors, and the corrected time step calculation formula is:

[0191] ;

[0192] In the formula, is the corrected time step, is the current cumulative displacement of the vehicle.

[0193] (2) Transition section mechanics and dynamics calculation

[0194] Based on the real-time update of acceleration, ensure the continuity of the dynamic process and accurately calculate the cumulative displacement of the vehicle during operation, the formula is as follows:

[0195] ;

[0196] Where, is the cumulative displacement of the vehicle during the transition section operation, and N represents the time period.

[0197] (3) Switching process

[0198] Trigger switching: when the displacement cumulative value detects the end threshold of the current slope section, start the transition control.

[0199] Speed curve generation: based on the current speed and the target speed of the next slope section , combined with and constraints, generate a smooth speed gradient curve (e.g., from uniform deceleration to ).

[0200] Transition control: Real-time update of desired speed, by adjusting the actual speed to track the curve, ensuring acceleration is continuous (no sudden changes), reducing impact.

[0201] Switching complete: When the speed stabilizes and approaches the next slope segment, hand over control to the regular closed-loop process.

[0202] 5. Quantitative evaluation of energy efficiency

[0203] System energy efficiency is evaluated by the following model:

[0204] Theoretical energy storage: (total gravitational potential energy);

[0205] Input energy: (energy recovered by braking force);

[0206] Power generation: (actual output electric power).

[0207] By optimizing and , the ratio of and is maximized, achieving energy efficiency improvement.

[0208] 6. System loss model and efficiency calculation

[0209] (1) System loss model

[0210] To more accurately calculate the total energy storage efficiency of the system, the losses of each part need to be refined, and the specific model is as follows:

[0211] ;

[0212] In the formula, is the motor loss, is the bearing loss, is the inverter loss, is the energy remaining after passing through the motor, is the energy remaining after passing through the bearing, is the loss caused by the vehicle rolling resistance, is the change in kinetic energy caused by speed change (energy consumption when accelerating, energy recovery when decelerating).

[0213] (2) Efficiency calculation

[0214] Based on the above dynamic modeling, displacement boundary correction and loss modeling, the single slope segment and global energy storage efficiency of the system can be quantified as:

[0215] ;

[0216] wherein, is the single slope segment energy storage efficiency, is the system overall energy storage efficiency, is the effective energy stored in a single slope segment, is the absolute value of kinetic energy change, is the start-stop loss, is the lifting loss. By tracking and , the energy efficiency of each link can be dynamically evaluated and optimized accordingly.

[0217] 7. Dynamic segmented control strategy

[0218] To further improve the stability of energy efficiency, the control logic needs to be dynamically adjusted in combination with real-time working conditions:

[0219] Speed deviation adjustment: According to the deviation value between the real-time speed and the target speed , the braking force is adjusted in steps (the larger the deviation, the greater the adjustment range), so that the heavy object quickly approaches the optimal speed curve, reducing energy waste caused by continuous deviation.

[0220] Slope segment switching optimization: using a smooth transition algorithm of "speed gradual change + acceleration constraint", when switching between adjacent slope segments (such as from to , the speed change rate is controlled by a pre-set curve (such as an S-shaped curve), ensuring that the absolute value of acceleration does not exceed the mechanical tolerance threshold (such as \(0.5g\)), avoiding mechanical impact and additional loss caused by sudden changes in kinetic energy.

[0221] This embodiment concretizes the "energy efficiency optimization method of segmented gradual slope gravity energy storage" through a specific three-segment slope design (15°→8°→3°) and a complete dynamics model:

[0222] The track structure provides a physical basis for energy efficiency optimization, matching the gravity potential energy release law, the dynamics model and parameter calculation provide quantitative basis for real-time control, ensuring that the operating parameters of each slope segment are adapted, the closed-loop control and smooth switching mechanism reduce speed fluctuations and mechanical impact, improve the continuity of energy conversion, the loss model and efficiency calculation realize precise evaluation and dynamic optimization of energy efficiency, and finally through the dynamic segmented control strategy, the system single slope segment efficiency is improved to more than 85%, and the overall efficiency is stabilized at more than 80%, significantly better than traditional single-segment slope energy storage systems.

[0223] The above description is merely exemplary of some embodiments of the present disclosure and of the principles thereof. It is to be understood that the present disclosure is not limited to the above-described technical solutions, and the scope of the application involved in the embodiments of the present disclosure is not limited to the technical solutions formed by the specific combinations of the technical features described above. Meanwhile, the present disclosure should also cover other technical solutions formed by the arbitrary combinations of the technical features described above or equivalent features thereof without departing from the above-described inventive concept. For example, the technical solutions formed by the mutual replacement of the above-described features and the technical features disclosed in the embodiments of the present disclosure (but not limited to) having similar functions.

Claims

1. An energy efficiency optimization method based on piecewise gradual slope gravity energy storage, characterized in that, The method comprises: Step 1, constructing a gravity energy storage track structure, the track structure being composed of at least three slope sections with continuously decreasing slopes, wherein the slope of the first section > the slope of the middle section > the slope of the last section; Step 2, based on the slope section structure with continuously decreasing slopes constructed in step 1, calculating the final running parameters corresponding to each slope section, the final running parameters at least including a target speed, a slope angle and a slope section length, comprising: step 21, based on the slope angle of each slope section determined in step 1, calculating the target speed value corresponding to each slope section; wherein the target speed value is the expected uniform speed set to achieve the balance between the gravity component and the expected running resistance on the slope section; step 22, based on the target speed value of each slope section calculated in step 21 and the displacement constraint condition of the energy storage system, determining the slope section length of each slope section; wherein when determining the slope section length, the difference between the target speed of the current slope section and the target speed of the adjacent slope section, and the displacement space required for speed transition are determined; step 23, based on the slope section length of each slope section determined in step 22 and the slope angle of each slope section determined in step 1, calculating the height difference of each slope section, and verifying whether the sum of the height differences of all slope sections meets the total height difference requirement of the track set in step 11; if not, returning to step 22 to adjust the corresponding slope section length, or returning to step 11 to adjust the slope angle setting or the total height difference constraint until the requirement is met; Step 3, based on the target speed of each slope section calculated in step 2, during the running of the heavy object along the slope section, real-time detecting the current speed of the heavy object and the position of the slope section where the heavy object is located, and comparing the current speed with the target speed of the current slope section, and dynamically adjusting the braking force applied to the heavy object according to the speed deviation, so that the speed of the heavy object approaches the target speed of the current slope section, comprising: Step 31, during the running of the heavy object, using the displacement sensor and the speed sensor deployed in the track system to synchronously and real-time collect the displacement data and the instantaneous speed data of the heavy object; step 32, based on the displacement data collected in step 31, combining the slope section length information of each slope section determined in step 2, real-time determining the specific slope section where the heavy object is currently located; according to the determination result, matching and obtaining the target speed value corresponding to the current slope section calculated in step 2; step 33, based on the instantaneous speed data collected in step 31 and the target speed value of the current slope section obtained in step 32, calculating the real-time speed deviation; based on the speed deviation signal, real-time calculating and generating the dynamic braking force adjustment instruction applied to the heavy object, wherein when the instantaneous speed is greater than the target speed, the braking force is increased; when the instantaneous speed is less than the target speed, the braking force is decreased; step 34, real-time outputting the dynamic braking force adjustment instruction generated in step 33 to the braking execution mechanism acting on the heavy object to apply the corresponding braking force; by continuously executing steps 31 to 34, a closed-loop control loop is formed to drive the speed of the heavy object to approach the target speed of the current slope section; Step 4, in the real-time running and speed control process of step 3, when it is detected that the heavy object is displaced to reach the end boundary of the current slope section, based on the current speed and the target speed of the next slope section, a smooth transition algorithm is used to gradually change the target speed and apply corresponding acceleration continuity constraints, and the braking force is dynamically updated to complete the switching control between adjacent slope sections.

2. The energy efficiency optimization method based on piecewise gradual slope gravity energy storage according to claim 1, characterized in that, Step 1, a gravity energy storage track structure is constructed, which is composed of at least three slope sections with continuously decreasing slopes, wherein the first section slope > the middle section slope > the last section slope, including: Step 11, total potential energy constraint and slope decreasing principle of the energy storage system are determined, that is, according to the total gravitational potential energy required by the energy storage system and the site conditions, the total height difference of the track is set; based on the principle of continuously decreasing slope, the slope value of each slope section is set to meet the condition that the slope of the previous section > the slope of the next section.

3. The energy efficiency optimization method based on piecewise gradual slope gravity energy storage according to claim 2, characterized in that, The step 32 includes: Step 321, based on the displacement data collected in real time in step 31, the cumulative displacement of the heavy object since the start of the track is calculated; the initial slope section index is set to the first section; Step 322, based on the cumulative displacement calculated in step 321, in combination with the slope length information of the slope section corresponding to the current slope section index determined in step 2, it is judged whether the cumulative displacement is within the range from the starting displacement boundary to the terminal displacement boundary of the slope section corresponding to the current slope section index; Step 323, if step 322 is yes, it is determined that the heavy object is still in the slope section corresponding to the current slope section index; if step 322 is no, the slope section index value is increased or decreased, and step 322 is returned to re-judge the boundary until the new slope section index where the heavy object is located is determined; the finally determined current slope section index is taken as the determination result; Step 324, based on the current slope section index determined in step 323, the target speed value of the slope section corresponding to the index is matched and obtained from the target speed value of the slope section corresponding to the index calculated and stored in step 2.

4. The energy efficiency optimization method based on piecewise gradual slope gravity energy storage according to claim 3, characterized in that, The step 33 includes: Step 331, based on the instantaneous speed data collected in step 31 and the target speed value of the current slope section obtained in step 32, the difference between the two is calculated in real time to obtain the real-time speed deviation value at the current time; Step 332, the real-time speed deviation value calculated in step 331 is signal processed to convert it into a standardized deviation signal for control calculation; at the same time, based on the positive and negative characteristics of the deviation signal, the direction of braking force adjustment is determined: if the deviation signal is positive, it is determined that the braking force needs to be increased; if the deviation signal is negative, it is determined that the braking force needs to be reduced; Step 333, based on the standardized deviation signal obtained in step 332, in combination with the pre-set control strategy, the absolute value of the required braking force adjustment amount is calculated in real time; wherein the absolute value of the adjustment amount is positively correlated with the absolute value of the standardized deviation signal; Step 334, according to the braking force adjustment direction determined in step 332 and the braking force adjustment amount absolute value calculated in step 333, the final dynamic braking force adjustment instruction applied to the heavy object is synthesized.

5. The energy efficiency optimization method based on piecewise gradual slope gravity energy storage according to claim 4, characterized in that, The step 4 includes: Step 71, in the closed-loop control process, when the real-time slope position determination result and the determined current slope length information detect that the cumulative displacement of the heavy object reaches the current slope end boundary threshold, a slope switching trigger signal is generated; Step 72, in response to the switching trigger signal, the current real-time speed value collected in step 31 and the next slope target speed value pre-stored in step 2 are obtained; based on the current real-time speed value and the next slope target speed value, a smooth transition algorithm is used to generate an expected speed change curve from the current speed to the next slope target speed; Step 73, based on the expected speed change curve, the real-time displacement information of the heavy object is combined to dynamically calculate and update the expected target speed value at the current time; based on the instantaneous speed data and the updated expected target speed value, the real-time speed deviation is calculated; Step 74, the real-time speed deviation is input into the brake force adjustment instruction generation process, and the updated dynamic brake force adjustment instruction is generated and output to the brake actuator in real time, so that the heavy object speed tracks the expected speed change curve; Step 75, the execution progress of the expected speed change curve is monitored in real time, and when it is detected that the heavy object speed stably approaches the next slope target speed value and the displacement enters the next slope range, it is determined that the switching is completed; the transition control state is exited, the next slope target speed value is set as the matching target of step 32, and the control is handed over to the regular closed-loop running process of step 3.

6. An energy efficiency optimization system based on piecewise gradual ramp gravity energy storage, characterized in that, The system is used to execute the method as claimed in any one of claims 1 to 5, comprising: a construction module for constructing a gravity energy storage track structure, the track structure being composed of at least three slope segments with continuously decreasing slopes, wherein the slope of the first segment > the slope of the middle segment > the slope of the last segment; a calculation module for calculating the final running parameters corresponding to each slope segment based on the constructed slope segments with continuously decreasing slopes, the final running parameters at least including target speed, slope angle and slope length; a comparison module for comparing the current speed of the heavy object with the target speed of the current slope segment based on the calculated target speed of each slope segment during the running of the heavy object along the slope segment, and dynamically adjusting the brake force applied to the heavy object according to the speed deviation, so that the speed of the heavy object approaches the target speed of the current slope segment; an adjustment module for dynamically updating the brake force to complete the switching control between adjacent slope segments when it is detected that the heavy object displacement reaches the end boundary of the current slope segment during real-time running and speed control, based on the current speed and the target speed of the next slope segment, and using a smooth transition algorithm to gradually change the target speed and apply corresponding acceleration continuity constraints.

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