Train energy-saving operation control method, device and equipment and storage medium
By constructing a time allocation scheme and dynamically adjusting the train's dynamic-to-trail ratio, train formation quantity, and traction characteristics, and combining this with a coasting strategy to optimize the operating curve, the problem of the train traction system's inability to be dynamically adjusted in real time in existing technologies has been solved, achieving efficient and energy-saving operation of the train.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- ZHUZHOU CSR TIMES ELECTRIC CO LTD
- Filing Date
- 2024-10-30
- Publication Date
- 2026-05-01
AI Technical Summary
In existing technologies, train traction systems fail to dynamically adjust in real time according to actual needs, resulting in poor energy-saving effects.
By acquiring the total running time of the train on the target line and the distance of each running section, multiple time allocation schemes are constructed to determine the scheme with the lowest traction energy consumption. The train operation is then controlled accordingly. At the same time, the dynamic-to-trail ratio, train formation quantity, and traction characteristics of the train are adjusted. Combined with the coasting strategy, the running curve is optimized to achieve dynamic adjustment of traction characteristics.
While ensuring train punctuality, it significantly reduces traction energy consumption and increases energy saving rate by more than 10%.
Smart Images
Figure CN121947583A_ABST
Abstract
Description
Technical Field
[0001] The embodiments of the present invention relate to the field of urban rail transit technology, and in particular to a train energy-saving operation control method, device, equipment and storage medium. Background Technology
[0002] Urban rail transit vehicles offer advantages such as large passenger capacity, high speed, and high comfort, making them a crucial way to alleviate urban traffic congestion. The key to an urban rail transit system lies in its vehicles, which account for approximately 50% of energy consumption in subway systems. Therefore, reducing train energy consumption throughout the entire lifecycle of an urban rail transit system is an important means of achieving energy conservation and carbon reduction.
[0003] Currently, in order to reduce energy consumption, many manufacturers have proposed optimization solutions for train operation, such as operation curve optimization in automatic train operation (ATO) mode, multi-vehicle cooperative control mode, and train autonomous operation system based on vehicle-to-vehicle communication. However, these solutions have not achieved real-time dynamic adjustment of the output characteristics of the train traction system according to actual needs, resulting in poor energy-saving effects. Summary of the Invention
[0004] The purpose of this invention is to provide at least one train energy-saving operation control method, device, equipment and storage medium, which can at least solve the problem of low energy saving rate in the prior art and at least improve the energy saving rate of trains.
[0005] To address the aforementioned technical problems, at least one embodiment of this application provides a train energy-saving operation control method, comprising:
[0006] Obtain the total travel time of the target train on the target line and the travel distance of each section on the target line;
[0007] Based on the total running time of the entire line and the running distance of each running section, a variety of different time allocation schemes are constructed. The time allocation scheme is used to indicate the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations is equal to the total running time of the entire line.
[0008] Determine the traction energy consumption of the target train under each time allocation scheme;
[0009] The time allocation scheme with the lowest traction energy consumption is determined as the target time allocation scheme, and the target train is controlled to run on the target line according to the target time allocation scheme.
[0010] In some embodiments, the method further includes:
[0011] For each operating section on the target line, multiple different operating speed schemes are constructed based on the operating time of the operating section indicated by the target time allocation scheme and the operating distance of the operating section. The operating speed scheme is used to indicate the correspondence between speed and distance within the operating section.
[0012] Determine the traction energy consumption of the target train under each operating speed scheme;
[0013] The operating speed scheme with the lowest traction energy consumption is determined as the target operating speed scheme, and the target train is controlled to run in the corresponding operating section according to the target operating speed scheme.
[0014] In some embodiments, the method further includes:
[0015] Adjust the traction characteristics of the target train so that, under a given load, the traction characteristics are only proportional to the grade.
[0016] In some embodiments, the method further includes:
[0017] Adjust the dynamic-to-trailer ratio of the target train and / or the number of train formations of the target train according to passenger capacity.
[0018] In some embodiments, adjusting the dynamic-to-trailer ratio of the target train based on passenger load includes: adjusting the dynamic-to-trailer ratio of the target train during peak hours to be greater than that during off-peak hours.
[0019] Adjusting the train formation of the target train based on passenger volume includes: adjusting so that the train formation of the target train during peak hours is greater than the train formation of the target train during off-peak hours.
[0020] In some embodiments, the method further includes:
[0021] When the target train is running on the target line, the line status at its current location is obtained in real time.
[0022] When the target train is on a downhill section, reduce the traction energy consumption of the target train;
[0023] When the target train is within a predetermined range before the uphill section, increase the target train's operating speed.
[0024] In some embodiments, the method further includes:
[0025] When the target train is located on a long straight road, the operation of the target train is controlled by a uniform speed reduction curve or a coasting speed reduction curve.
[0026] At least one embodiment of this application also provides a train energy-saving operation control device, comprising:
[0027] The acquisition module is used to acquire the total travel time of the target train on the target line and the travel distance of each section on the target line;
[0028] The module is used to construct various time allocation schemes based on the total running time of the entire line and the running distance of each running section. The time allocation scheme is used to indicate the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations is equal to the total running time of the entire line.
[0029] The processing module is used to determine the traction energy consumption of the target train under each time allocation scheme.
[0030] The control module is used to determine the time allocation scheme with the lowest traction energy consumption as the target time allocation scheme, and to control the target train to run on the target line according to the target time allocation scheme.
[0031] At least one embodiment of this application also provides an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the above-described train energy-saving operation control method.
[0032] At least one embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described train energy-saving operation control method.
[0033] The train energy-saving operation control method, device, equipment, and storage medium provided in the embodiments of this application obtain the total running time of the target train on the target line and the running distance of each running section on the target line; construct multiple different time allocation schemes based on the total running time and the running distance of each running section, the time allocation schemes are used to indicate the running time of the target train in each running section and the dwell time at each station, and the sum of the running time of all running sections and the dwell time of all stations in each time allocation scheme is equal to the total running time of the entire line; determine the traction energy consumption of the target train under each time allocation scheme; determine the time allocation scheme with the lowest traction energy consumption as the target time allocation scheme, and control the target train to run on the target line using the target time allocation scheme. This allows redundant time to be allocated to running sections with better energy-saving effects, optimizing the running time of the train in each running section, and reducing traction energy consumption while ensuring on-time operation. Attached Figure Description
[0034] One or more embodiments are illustrated by way of example with reference to the accompanying drawings, and these illustrative descriptions do not constitute a limitation on the embodiments.
[0035] Figure 1 This is a flowchart of a train energy-saving operation control method provided in one embodiment of this application;
[0036] Figure 2 This is a schematic diagram of a time allocation scheme provided in one embodiment of this application;
[0037] Figure 3 This is a schematic diagram illustrating an operating speed scheme and corresponding energy consumption provided in one embodiment of this application;
[0038] Figure 4 This is a schematic diagram of a train traction / electric braking force characteristic curve provided in one embodiment of this application;
[0039] Figure 5 This is a schematic diagram of a train formation provided in one embodiment of this application;
[0040] Figure 6 This is a schematic diagram of an operating curve for a long straight road provided in one embodiment of this application;
[0041] Figure 7 This is a schematic diagram of a train energy-saving operation control device provided in one embodiment of this application;
[0042] Figure 8 This is a schematic diagram of the structure of an electronic device provided in another embodiment of this application. Detailed Implementation
[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been provided in the various embodiments of this application to help readers better understand this application. However, the technical solutions claimed in this application can be implemented even without these technical details and various changes and modifications based on the following embodiments. The division of the various embodiments below is for the convenience of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.
[0044] To facilitate understanding of the embodiments of this application, the technical terms involved in this application will be explained first.
[0045] Motorized to trailer ratio: The ratio of powered vehicles to unpowered vehicles in subways and trams. The mainstream ratio for subways in China is 4M2T (M: powered vehicles; T: trailers, i.e., unpowered vehicles).
[0046] TCU: Traction Control Unit, the core of the traction system control.
[0047] ATO: Automatic Train Operation, also known as the train automatic operation device or train automatic driving system. The main functions of ATO are to realize the acceleration, cruising, deceleration, precise stopping of the train, and automatic opening of the doors and platform screen doors after stopping.
[0048] TCMS: Train Control and Management System. This system is responsible for monitoring and controlling various subsystems of a subway train, including traction, braking, bogies, auxiliary power supply, doors, and air conditioning. Similar to the human brain and nervous system, the TCMS system senses and controls the train's status and external environment, reacting to different situations to achieve effective train control.
[0049] ICCU: Inter-Computer Communications Unit, referring here to the train central control unit in the TCMS system.
[0050] EBI curve: Emergency Brake Intervention, also known as the emergency braking intervention curve for rail transit signaling systems.
[0051] Many factors influence train energy consumption, which can be categorized into five aspects: track attributes, vehicle attributes, power supply system, operating mode, and train operation. Track attributes include track gradients, curves, and station spacing; vehicle attributes include power configuration, vehicle impulse, train traction power characteristics, and basic train resistance; the power supply system includes feedback energy absorption and track losses; the operating mode includes train technical speed and stopping plans; and the train operation mode includes ATO (Automatic Train Operation) mode and operating plans. By analyzing these factors and determining their impact on the total energy consumption of the metro, it is evident that there is significant potential for energy saving in areas such as vehicle attributes, operating modes, and train operation. Therefore, this application aims to reduce train energy consumption by dynamically adjusting the traction characteristics of the train (metro / tram) traction system.
[0052] This application provides a train energy-saving control device that integrates TCMS, on-board signaling, and traction system control. The ATO (Automatic Train Operation) function, TCMS function, and some TCU (Train Control Unit) functions are redefined, specifically divided into vehicle management, operation management, and vehicle operation control. Specifically, the vehicle control function reconstructs the curve planning and curve following functions in the original ATO and the traction electric braking management and allocation functions in the TCMS and TCU to achieve direct output from planning to execution. The adjusted operation management and vehicle management functions input real-time operating information and vehicle subsystem status information to the vehicle control function, enabling closed-loop control based on operating information and vehicle status, ultimately achieving the control goals of punctuality, energy saving, and comfort. The specific functions and division of labor of the integration are as follows: the TCMS train-level network carries the whole vehicle data transmission service; all CCU functions of TCMS are implemented by ICCU; other interfaces and hardware are consistent with the existing solution; the signal intranet is integrated and transmitted uniformly by the TCMS train-level network; the signal display is integrated and displayed uniformly by the TCMS display; the ATO function of the signal is implemented by the train-level control unit (ICCU); the control functions such as traction force and electric braking force calculation are implemented in the ICCU; some train-level signal I / O outside the cabinet are uniformly implemented by the vehicle-level control unit (IVCU); control functions involving high real-time requirements are still retained in the TCU chassis.
[0053] Based on the above scheme, deep integration of the train's internal network, onboard signaling, and various traction systems can be achieved, enabling coordinated control of train subsystems. This allows the train to integrate subsystems such as ATO train operation control, operational management functions, traction and electric braking force management by the traction system TCU, and other logic control functions. These subsystems are divided according to their functions and different safety levels. Optimization of these functions allows for direct output of control commands, improving overall vehicle control performance and coordination efficiency. The hardware portion can utilize the train's central control unit (ICCU) to construct an open control platform. This platform allows for independent operation of control functions at different safety levels without interference, supports multiple operating systems, and facilitates the porting of control functions from more subsystems.
[0054] The aforementioned device can solve the problems of complex communication networks, numerous control platforms, layer-by-layer forwarding of data commands, long information processing cycles, low data sharing, and limited room for improvement in control performance in current urban rail transit vehicle subsystems. It simplifies the existing train control system architecture, creates an integrated train control system that combines network, signaling, and traction coordination, achieves efficient train coordination, and reaches the best energy-saving control effect.
[0055] Regenerative energy is the energy fed back to the power grid during braking. It is related to many factors, including the power grid's energy absorption capacity, the presence of ground-based energy feed-in devices, traction equipment, electric braking characteristics, vehicle weight, passenger capacity, vehicle control strategies (braking level, braking duration, etc.), and track conditions. The lower the train's traction energy consumption and the greater the regenerative energy, the more energy-efficient the train; conversely, the higher the regenerative energy, the greater the energy consumption. This application achieves train energy saving by reducing traction energy consumption and increasing the proportion of regenerative energy. However, when a train is running on an actual track, traction energy consumption is related to many factors, including traction equipment, traction characteristics, vehicle weight, passenger capacity, vehicle control strategies (traction level, traction duration, etc.), and track conditions. Therefore, this application uses a combination of methods to achieve dynamic adjustment of traction characteristics. The following specific embodiments illustrate the implementation details of the train energy-saving operation control method provided in this application. The following details are provided for ease of understanding and are not essential for implementing this solution.
[0056] Example 1:
[0057] Figure 1 This is a flowchart of a train energy-saving operation control method provided in one embodiment of this application. Figure 1 As shown, the train energy-saving operation control method provided in this embodiment may include:
[0058] S101. Obtain the total travel time of the target train on the target line and the travel distance of each operating section on the target line.
[0059] In this embodiment, the total travel time of the target train on the target line is related to various factors, including the train's performance (e.g., speed), the total length of the target line, the road conditions (e.g., curves, slopes), and the passenger capacity. These factors are typically determined before the line is opened to traffic. In this embodiment, the total length of the target line and the travel distance of each section can also be determined through on-site surveys before the line is opened to traffic. This determined data can be stored in files (paper documents, electronic documents, etc.). In other words, this embodiment can obtain the total travel time of the target train on the target line and the travel distance of each section from pre-stored data. It can also obtain the line status at various locations on the target line, such as where there are curves, uphill sections, downhill sections, and long straight sections.
[0060] S102. Based on the total running time of the entire line and the running distance of each running section, construct a variety of different time allocation schemes. The time allocation scheme is used to indicate the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations is equal to the total running time of the entire line.
[0061] The travel time of a target train in each operating section is usually related to the train's speed and the distance of the operating section. The dwell time of a target train at each station is positively correlated with the passenger flow of the station. For example, the dwell time can be increased at stations with high passenger flow, while the dwell time can be shortened at stations with low passenger flow, in order to optimize the time allocation scheme as much as possible and reduce energy consumption.
[0062] In this embodiment, after obtaining the total running time of the target train on the target line and the running distance of each running section on the target line, a variety of different time allocation schemes can be constructed based on the total running time of the entire line and the running distance of each running section. Figure 2 This is a schematic diagram illustrating a time allocation scheme provided in one embodiment of this application. For example... Figure 2 As shown, the horizontal axis represents time, and the vertical axis represents distance. The red and blue lines represent two different time allocation schemes, and the line segments parallel to the horizontal axis represent dwell time at stations. It is particularly important to emphasize that when constructing the time allocation scheme, the sum of the running time of all operating sections and the dwell time of all stations in each scheme equals the total running time of the entire line, to ensure punctuality. In other words, in... Figure 2 In the middle, the starting and ending points of the lines representing different time allocation schemes completely coincide.
[0063] S103. Determine the traction energy consumption of the target train under each time allocation scheme.
[0064] In this embodiment, after obtaining multiple different time allocation schemes, the traction energy consumption of the target train can be determined for each scheme. For example, simulation can be used to determine the traction energy consumption of the target train under each time allocation scheme; alternatively, multiple different time allocation schemes can be used to control the target train to actually run on the target line to measure the traction energy consumption of the target train. Furthermore, multiple measurements can be taken and the average value can be used to avoid measurement errors.
[0065] S104. The time allocation scheme with the lowest traction energy consumption is determined as the target time allocation scheme, and the target train is controlled to run on the target line according to the target time allocation scheme.
[0066] Selecting the time allocation scheme with the lowest energy consumption from various options for train operation control can minimize traction energy consumption. This embodiment fully considers train operating conditions and safety constraints, focusing on energy conservation within individual train operating sections. It allocates redundant time to sections with better energy-saving effects, optimizing train operating time in each section. Through coordinated control of the ATO (Automatic Train Operation), train network control system, and traction system, the train operation curve is planned based on traction transmission efficiency, aiming to keep the train operating at its highest traction transmission efficiency and reducing transmission losses. Simultaneously, a coasting strategy is fully utilized to reduce traction energy consumption while ensuring on-time operation.
[0067] The train energy-saving operation control method provided in this embodiment obtains the total running time of the target train on the target line and the running distance of each running section on the target line; constructs multiple different time allocation schemes based on the total running time and the running distance of each running section. The time allocation scheme indicates the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations equals the total running time of the entire line; determines the traction energy consumption of the target train under each time allocation scheme; and determines the time allocation scheme with the lowest traction energy consumption as the target time allocation scheme, and controls the target train to run on the target line according to the target time allocation scheme. This method can allocate redundant time to running sections with better energy-saving effects, optimizes the running time of the train in each running section, and reduces traction energy consumption while ensuring on-time operation.
[0068] Based on the above embodiments, in order to further reduce train traction energy consumption and improve train energy efficiency, the train energy-saving operation control method provided in this embodiment may further include: for each operating section on the target line, constructing multiple different operating speed schemes according to the operating time of the operating section indicated by the target time allocation scheme and the operating distance of the operating section, wherein the operating speed scheme is used to indicate the correspondence between speed and distance within the operating section; determining the traction energy consumption of the target train under each operating speed scheme; determining the operating speed scheme with the lowest traction energy consumption as the target operating speed scheme, and controlling the target train to run on the corresponding operating section with the target operating speed scheme.
[0069] After determining the overall time allocation scheme for the target line, energy conservation and consumption reduction can be further implemented for each operating section on the target line. For a specific operating section on the target line, although its operating distance and operating time are fixed, there are still multiple different operating speed schemes. For each operating speed scheme, the corresponding traction energy consumption can be determined through simulation or on-site measurement. Figure 3 This is a schematic diagram of an operating speed scheme and corresponding energy consumption provided in one embodiment of this application. Figure 3 The upper center shows the relationship between speed and distance in two different operating speed schemes. The solid black line represents the traditional operating speed curve, and the dashed red line represents the energy-saving operating speed curve. The speed limit indicator shows the maximum speed at the corresponding position determined according to the EBI curve. Figure 3 The lower center shows the simulated energy consumption for two different operating speed schemes. The black curve represents the simulated energy consumption for traditional speed, while the purple curve represents the simulated energy consumption for energy-saving traction.
[0070] The train energy-saving operation control method provided in this embodiment, based on the above embodiments, further constructs multiple different operating speed schemes for each operating section after determining the operating time of the operating section, and selects the optimal scheme with the lowest energy consumption, thereby further reducing traction energy consumption. After determining the operating time of the operating section, optimal control of each operating section is achieved by selecting an appropriate section energy-saving speed curve.
[0071] Traction characteristic adjustment refers to appropriately reducing the traction characteristics based on vehicle status and train control requirements while meeting operational performance requirements, thereby reducing traction system losses. Building upon any of the above embodiments, this embodiment further reduces the traction energy consumption of the target train by adjusting its traction characteristics. Specifically, in the train energy-saving operation control method provided in this embodiment, the traction characteristics of the target train are adjusted so that, under a fixed load, the traction characteristics are only proportional to the grade. Figure 4 This is a schematic diagram of a train traction / electric braking force characteristic curve provided in one embodiment of this application. Figure 4 The dark red and purple curves correspond to the train traction characteristic curves at the 100% and 50% levels, respectively, under the same conditions of AW0 load and traction control voltage of 1500V. Figure 4 It can be seen that its traction characteristics under AW0 load are proportional to the grade.
[0072] Example 2:
[0073] Currently, subway trains all use a fixed formation scheme, with conventional 6-car trains typically operating in a 4M2T configuration. If these trains operate for extended periods during off-peak hours with low passenger volume, significant power output is wasted, resulting in high traction energy consumption. To reduce traction energy consumption, the train energy-saving operation control method provided in this embodiment, based on the above embodiments, further dynamically adjusts the train's dynamic-to-trailer ratio according to operational performance requirements (running time, running speed, etc.) and vehicle operating status. Specifically, energy can be saved by controlling one or more traction converters and traction motors of the train to stop operating in real time. In some optional implementations, energy consumption can also be reduced by adjusting the number of train cars. For example, during off-peak hours with low passenger volume, reducing the number of train cars lowers the center of gravity and reduces operating energy consumption. The method of adjusting the dynamic-to-trailer ratio can also be combined with the method of adjusting the number of train cars. That is, in this embodiment, the dynamic-to-trailer ratio and / or the number of train cars of the target train can be adjusted according to passenger volume. Passenger capacity can be obtained through statistical methods. For example, the passenger capacity of each operating segment can be counted within a preset time period (such as a month or a week). Operating segments with passenger capacity greater than a preset threshold are defined as peak periods, and operating segments with passenger capacity less than or equal to the preset threshold are defined as off-peak periods. Alternatively, the real-time load of the train can be obtained through onboard sensors, and the passenger capacity can be determined based on the load.
[0074] In some optional implementations, adjusting the dynamic-to-trailer ratio of the target train according to passenger load may specifically include: adjusting so that the dynamic-to-trailer ratio of the target train during peak hours is greater than that during off-peak hours; adjusting the train formation of the target train according to passenger load may include: adjusting so that the train formation of the target train during peak hours is greater than that during off-peak hours. Figure 5 This is a schematic diagram of a train formation provided in one embodiment of this application. Figure 5 Figure (a) shows a schematic diagram of a 4M2T trainset. Figure 5 Figure (b) shows a schematic diagram of the 3M3T trainset. Figure 5 Figure (c) shows a schematic diagram of a 2M4T train formation. According to tests, while meeting off-peak train performance requirements, changing the train formation from 4M2T to 3M3T saves over 10% of energy. This demonstrates that adjusting the dynamic-to-trailer ratio can effectively reduce train energy consumption. For example, during peak hours, this can be achieved by... Figure 5 The scheme shown in (a) can be used during off-peak periods. Figure 5 Scheme shown in (c); and / or, trains with a formation of 6 can be used during peak hours and trains with a formation of 4 can be used during off-peak hours.
[0075] Coasting refers to a train's inertial running state during operation, where traction or braking ceases and the train operates solely under resistance. It's a method that balances running time and energy consumption, and increasing the coasting ratio can effectively save energy. The train energy-saving operation control method provided in this embodiment, based on the above embodiments, may further include: acquiring the track status at the target train's current location in real time when the target train is running on the target track; reducing the target train's traction energy consumption when the target train is on a downhill section; and increasing the target train's running speed when the target train is within a preset range before an uphill section. When the train is on a downhill section, it can utilize coasting to accelerate, thereby reducing traction energy consumption; before going uphill, the train can increase its running speed during the cruising phase and use coasting to decelerate, thus increasing the overall coasting ratio of the traction system and ultimately achieving train energy savings. For long straight roads, a uniform speed reduction curve or a coasting speed reduction curve can be used to control the target train's operation. Figure 6 This is a schematic diagram of an operating curve for a long straight road, provided in one embodiment of this application. For example... Figure 6 As shown, the blue curve represents the high-speed operation curve, the black curve represents the constant speed reduction operation curve, and the red curve represents the inertial speed reduction operation curve. On long straight roads, energy consumption during train operation can be effectively reduced by using the constant speed reduction operation curve (reducing travel speed) and the inertial speed reduction operation curve (increasing the coasting time during train operation) to control the train.
[0076] In summary, in order to address the key issues of complex communication networks, numerous control platforms, layered data command forwarding, long information processing cycles, low data sharing, limited room for improvement in control performance, and high system energy consumption in current urban rail transit vehicle subsystems, this application simplifies the existing train control system architecture and dynamically adjusts traction characteristics based on the integration of multiple methods to achieve optimal train energy-saving effects, resulting in a comprehensive energy-saving rate of over 10% for the train traction system.
[0077] Example 3:
[0078] Another embodiment of this application relates to a train energy-saving operation control device. The implementation details of this train energy-saving operation control device are described below. The following implementation details are provided for ease of understanding and are not essential for implementing this solution. A schematic diagram of the train energy-saving operation control device in this embodiment can be seen as follows: Figure 7 As shown, it includes: an acquisition module 701, a construction module 702, a processing module 703, and a control module 704.
[0079] At least one embodiment of this application also provides a train energy-saving operation control device, comprising:
[0080] The acquisition module 701 is used to acquire the total running time of the target train on the target line and the running distance of each running section on the target line;
[0081] Module 702 is used to construct a variety of different time allocation schemes based on the total running time of the entire line and the running distance of each running section. The time allocation scheme is used to indicate the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations is equal to the total running time of the entire line.
[0082] Processing module 703 is used to determine the traction energy consumption of the target train under each time allocation scheme;
[0083] The control module 704 is used to determine the time allocation scheme with the lowest traction energy consumption as the target time allocation scheme, and to control the target train to run on the target line according to the target time allocation scheme.
[0084] It is worth mentioning that all modules involved in this embodiment are logical modules. In practical applications, a logical unit can be a physical unit, a part of a physical unit, or a combination of multiple physical units. Furthermore, to highlight the innovative aspects of this application, this embodiment does not introduce units that are not closely related to solving the technical problems proposed in this application; however, this does not mean that other units are absent in this embodiment.
[0085] Example 4:
[0086] Another embodiment of this application relates to an electronic device, such as... Figure 8 As shown, it includes: at least one processor 801; and a memory 802 communicatively connected to the at least one processor 801; wherein the memory 802 stores instructions executable by the at least one processor 801, the instructions being executed by the at least one processor 801 to enable the at least one processor 801 to execute the train energy-saving operation control method in the above embodiments.
[0087] The memory and processor are connected via a bus, which can include any number of interconnecting buses and bridges, connecting various circuits of one or more processors and memories. The bus can also connect various other circuits, such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and will not be described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor is transmitted over the wireless medium via an antenna, which further receives data and transmits it to the processor.
[0088] The processor manages the bus and general processing, and also provides various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory is used to store data used by the processor during operation.
[0089] Example 5:
[0090] Another embodiment of this application relates to a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the method embodiments described above.
[0091] That is, those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0092] Those skilled in the art will understand that the above embodiments are specific embodiments for implementing this application, and in practical applications, various changes can be made to them in form and detail without departing from the spirit and scope of this application.
Claims
1. A train energy-saving operation control method, characterized in that, include: Obtain the total travel time of the target train on the target line and the travel distance of each section on the target line; Based on the total running time of the entire line and the running distance of each running section, a variety of different time allocation schemes are constructed. The time allocation scheme is used to indicate the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations is equal to the total running time of the entire line. Determine the traction energy consumption of the target train under each time allocation scheme; The time allocation scheme with the lowest traction energy consumption is determined as the target time allocation scheme, and the target train is controlled to run on the target line according to the target time allocation scheme.
2. The method according to claim 1, characterized in that, The method further includes: For each operating section on the target line, multiple different operating speed schemes are constructed based on the operating time of the operating section indicated by the target time allocation scheme and the operating distance of the operating section. The operating speed scheme is used to indicate the correspondence between speed and distance within the operating section. Determine the traction energy consumption of the target train under each operating speed scheme; The operating speed scheme with the lowest traction energy consumption is determined as the target operating speed scheme, and the target train is controlled to run in the corresponding operating section according to the target operating speed scheme.
3. The method according to claim 1, characterized in that, The method further includes: The traction characteristics of the target train are adjusted so that, under a given load, the traction characteristics are only proportional to the class.
4. The method according to claim 1, characterized in that, The method further includes: Adjust the dynamic-to-trailer ratio of the target train and / or the number of train formations of the target train according to the passenger load.
5. The method according to claim 4, characterized in that, The step of adjusting the dynamic-to-trailer ratio of the target train according to the passenger load includes: adjusting it so that the dynamic-to-trailer ratio of the target train during peak hours is greater than the dynamic-to-trailer ratio of the target train during off-peak hours; Adjusting the train formation of the target train based on passenger volume includes: adjusting so that the train formation of the target train during peak hours is greater than the train formation of the target train during off-peak hours.
6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: When the target train is running on the target line, the line status at its current location is obtained in real time. When the target train is on a downhill section, reduce the traction energy consumption of the target train; When the target train is within a preset range before the uphill section, the operating speed of the target train is increased.
7. The method according to claim 6, characterized in that, The method further includes: When the target train is on a long straight road, the operation of the target train is controlled by a uniform speed reduction curve or a coasting speed reduction curve.
8. A train energy-saving operation control device, characterized in that, include: The acquisition module is used to acquire the total running time of the target train on the target line and the running distance of each running section on the target line; The construction module is used to construct multiple different time allocation schemes based on the total running time of the entire line and the running distance of each running section. The time allocation scheme is used to indicate the running time of the target train in each running section and the dwell time at each station. In each time allocation scheme, the sum of the running time of all running sections and the dwell time of all stations is equal to the total running time of the entire line. The processing module is used to determine the traction energy consumption of the target train under each time allocation scheme; The control module is used to determine the time allocation scheme with the lowest traction energy consumption as the target time allocation scheme, and to control the target train to run on the target line according to the target time allocation scheme.
9. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the train energy-saving operation control method as described in any one of claims 1 to 7.
10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the train energy-saving operation control method according to any one of claims 1 to 7.