Train digital simulation system, platform and train digital simulation system construction method

Abstract

This invention relates to the field of rail transit technology, providing a train digital simulation system, platform, and method for constructing the system. The system includes: a vehicle system model, a track model, and a traction power supply network model. The track model performs track simulation based on actual operating scenarios to obtain track parameters. The vehicle system model performs simulation calculations on the track parameters, control targets of each vehicle, and transmission efficiency of each vehicle to obtain the simulated traction power and simulated vehicle position. The traction power supply network model performs power flow calculation simulation based on the simulated traction power and simulated vehicle position to obtain the simulated voltage and simulated current of each node in the traction power supply network, and calculates the simulated energy consumption based on the simulated voltage and simulated current. This invention considers the information interaction between the vehicle system model, track model, and traction power supply network model, especially the coupling relationship between the power supply network and the train group, thereby enabling accurate simulation of energy consumption.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train digital simulation system, platform, and method for constructing the train digital simulation system. Background Technology

[0002] The existing energy-saving methods for urban rail transit mainly include the following aspects: (1) Energy-saving and consumption-reducing technologies for trains: such as lightweight design, low-power power electronic equipment technology, regenerative braking and other technologies, which can reduce vehicle energy consumption and reduce energy consumption. (2) Regenerative braking energy recovery application technology: through ground energy absorption devices or bidirectional traction power supply systems, regenerative braking energy can be recovered and reused. (3) New energy power generation technology: using solar energy, wind energy and other technologies, designing energy-saving stations, generating electricity in areas such as stations and garages, and improving the utilization rate of renewable energy. (4) Train group operation control strategy optimization technology: trains are affected by factors such as gradient, traction characteristics and running time. In the same operating section, different speed curves have different traction energy consumption. Therefore, by optimizing the train speed curve, traction energy consumption can be reduced. At the same time, in the same power supply section, when a train is in braking condition, its regenerative braking energy can be used for the traction acceleration of adjacent trains to reduce system energy consumption.

[0003] The techniques mentioned above (1) to (3) require modifications to ground or vehicle-mounted equipment, which carries high technical risks and requires significant system investment. Therefore, train group operation control strategy optimization technology is usually used to optimize energy consumption. Using this technology requires simulating the energy consumption corresponding to different train group operation control strategies. However, current train simulation systems only consider the energy coupling relationship between the vehicle system models. During train operation, the urban power grid voltage, passenger numbers, and relative positions between trains are dynamically changing. These dynamic changes lead to changes in the impedance network of the power supply system, which greatly affects the accuracy of system energy consumption, resulting in low accuracy of energy consumption simulation results obtained by existing train simulation systems. Summary of the Invention

[0004] This invention provides a train digital simulation system, platform, and method for constructing the train digital simulation system, in order to solve the problem of low accuracy of energy consumption simulation results obtained by existing train simulation systems.

[0005] This invention provides a train digital simulation system, comprising: a vehicle system model, a track model, and a traction power supply network model; The route model is used to simulate the actual operating scenario to obtain route parameters, and the simulated route parameters are sent to the vehicle system model. The vehicle system model is used to simulate and calculate the line parameters, control targets and transmission efficiency of each vehicle in the actual operation scenario, to obtain the simulated traction power and simulated vehicle position of each vehicle, and to send the simulated traction power and simulated vehicle position of each vehicle to the traction power supply network model. The traction power supply network model is used to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, to obtain the simulated voltage and simulated current of each node of the traction power supply network, and to calculate the simulated energy consumption based on the simulated voltage and simulated current.

[0006] According to a train digital simulation system provided by the present invention, the vehicle system model includes: a main traction drive system model, an auxiliary power supply system model, and an air braking system model; The main traction drive system model is an electromechanical coupling model including a traction converter, traction motor, gear transmission, and vehicle resistance; the auxiliary power supply system model is an electromechanical coupling model including an auxiliary converter, charger, and auxiliary load; and the air brake system model is an electromechanical coupling model including the core components of the air brake system.

[0007] According to a train digital simulation system provided by the present invention, the line parameters include: static line parameters and dynamic line parameters. The static line parameters include: gradient, curve radius, tunnel length and speed limit. The dynamic line parameters include passenger flow.

[0008] According to a train digital simulation system provided by the present invention, the vehicle system model is used to simulate and calculate the track parameters, control targets of each vehicle, and transmission efficiency of each vehicle in an actual operating scenario, to obtain the simulated traction power and simulated vehicle position of each vehicle, including: Under the speed limit conditions, the vehicle system model calculates the basic running resistance of each train based on the train mass of each vehicle and the speed in the control target, wherein the train mass is determined based on the passenger flow. The vehicle system model calculates the additional resistance of each train on the slope, the additional resistance of the curve, and the additional resistance of the tunnel based on the slope gradient, the curve radius, the tunnel length, and the train mass of each train. The vehicle system model obtains the train running resistance by summing the basic running resistance, gradient additional resistance, curve additional resistance, and tunnel additional resistance. The vehicle system model calculates the train traction force based on the train running resistance, train mass, and train acceleration. The vehicle system model calculates the simulated traction power based on the train traction force, train speed, vehicle transmission efficiency, and train auxiliary system power, and calculates the simulated vehicle position based on the train speed and time.

[0009] According to the train digital simulation system provided by the present invention, the traction power supply network model is an equivalent circuit model including traction power supply transformer, rectifier, power supply line impedance and vehicle load.

[0010] The present invention also provides a train digital simulation platform for deploying the train digital simulation system described in any of the above claims. The train digital simulation platform includes: a power flow computing terminal and multiple single-vehicle computing terminals connected to the power flow computing terminal. Each vehicle computing terminal is equipped with the line model and the vehicle system model, and the power flow computing terminal is equipped with the traction power supply network model. Each vehicle computing terminal sends its corresponding simulated traction power and simulated vehicle position to the traction power supply network model in the power flow computing terminal.

[0011] According to the train digital simulation platform provided by the present invention, it further includes: a display screen connected to the power flow calculation terminal and multiple single-vehicle calculation terminals respectively, for displaying the calculation results of the power flow calculation terminal and multiple single-vehicle calculation terminals.

[0012] This invention also provides a method for constructing a train digital simulation system, comprising the following steps: Step S1: Use the line model to simulate the historical actual operation scenario to obtain the line parameters; Step S2: Call the vehicle system model to perform simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the historical actual operation scenario, and obtain the simulated traction power and simulated vehicle position of each vehicle. Step S3: Call the traction power supply network model to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtain the simulated voltage and simulated current of each node of the traction power supply network, and calculate the simulated energy consumption based on the simulated voltage and simulated current. Step S4: Compare the simulated energy consumption with the actual operating energy consumption of historical actual operating scenarios. If the energy consumption error ratio between the two is less than the preset energy consumption error ratio threshold, the train digital simulation system is completed. Otherwise, receive the user's adjustment to the traction power supply network model and jump to step S3.

[0013] According to the train digital simulation system construction method provided by the present invention, the method further includes the following step between step S2 and step S3: The simulated traction power and simulated vehicle position of each vehicle are compared with the actual traction power and actual vehicle position in the historical actual operation scenario. If the power error ratio between the simulated traction power of each vehicle and the actual traction power of each vehicle in the historical actual operation scenario is less than the power error ratio threshold, and the position error ratio between the simulated vehicle position of each vehicle and the actual vehicle position of each vehicle in the historical actual operation scenario is less than the position error ratio threshold, then step S3 is executed; otherwise, the user's adjustment to the vehicle system is received, and the process jumps to step S2.

[0014] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the program to implement the train digital simulation system construction method as described above.

[0015] The train digital simulation system, platform, and construction method provided by this invention simulate actual operating scenarios using a line model to obtain line parameters consistent with the actual operating scenarios. The vehicle system model performs simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the actual operating scenarios. By incorporating line parameters, the simulated traction power and simulated vehicle positions of each vehicle obtained from the simulation calculations are more accurate. Furthermore, the traction power supply network model utilizes the simulated traction power and simulated vehicle positions of each vehicle during power flow calculation simulation. Different simulated traction power of vehicles indicates different loads in the traction power supply network model, and accurate simulated vehicle positions enable more accurate simulation of the impedance network in the traction power supply network model. This results in more accurate simulated voltage and simulated current at each node of the traction power supply network, and consequently, more accurate simulated energy consumption. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the train digital simulation system provided by the present invention.

[0018] Figure 2 This is a schematic diagram of a simplified traction power supply network model with two trains and two substations in the train digital simulation system provided by this invention.

[0019] Figure 3 This is a schematic diagram of the train digital simulation system provided by the present invention.

[0020] Figure 4 This is a schematic diagram of the structure of the train digital simulation platform provided by the present invention.

[0021] Figure 5 This is a flowchart illustrating the method for constructing a train digital simulation system provided by the present invention.

[0022] Figure 6 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0024] The train digital simulation system of this invention, such as Figure 1 As shown, it includes: a line model 110, a vehicle system model 120, and a traction power supply network model 130. The line model 110 is connected to the vehicle system model 120, and the vehicle system model 120 is connected to the traction power supply network model 130.

[0025] The route model 110 is used to simulate the actual operation scenario to obtain route parameters, which are the actual parameters of the route in the actual operation scenario, and the simulated route parameters are sent to the vehicle system model 120.

[0026] The vehicle system model 120 is used to simulate and calculate the line parameters, control targets, and transmission efficiencies of each vehicle in the actual operating scenario, obtaining the simulated traction power and simulated vehicle position for each vehicle, and then sending the simulated traction power and simulated vehicle position to the traction power supply network model 130. The simulated vehicle position can be represented by the distance between the vehicle's real-time position and the originating station during operation. For example, the control target for each vehicle is the train's operating speed, and the transmission efficiency for each vehicle is the transmission efficiency between the transmission devices in the train.

[0027] By incorporating line parameters, the simulated traction power and vehicle position of each vehicle obtained from the simulation calculation are more accurate.

[0028] The traction power supply network model 130 is used to perform power flow simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtaining the simulated voltage and simulated current of each node in the traction power supply network, and calculating the simulated energy consumption based on the simulated voltage and simulated current. During the simulation of the traction power supply network model 130, i.e., in the power flow simulation process, the simulated traction power and simulated vehicle position of each vehicle obtained from the vehicle system model 120 are combined, so that the simulated energy consumption obtained from the final power flow simulation can be close to or even the same as the actual operating energy consumption of the traction power supply network in the actual operating scenario, thus improving the accuracy of the energy consumption simulation results.

[0029] It is understandable that the line model 110, vehicle system model 120, and traction power supply network model 130 are all simulation models built in simulation software such as MATLAB or Simulink based on actual line information, actual vehicle structure, and actual traction power supply network structure. Line model 110 is used to simulate the parameters of the line and can be understood as a set of line parameters; vehicle system model 120 can be understood as a combination of the individual structural or circuit models of each power unit, energy storage unit, and control unit in the vehicle, and simulating vehicle system model 120 in MATLAB or Simulink is equivalent to simulating the vehicle's operating state; traction power supply network model 130 is the circuit structure model of the traction power supply network, and simulating traction power supply network model 130 in MATLAB or Simulink is equivalent to simulating the traction power supply network's operating state.

[0030] In the train digital simulation system of this embodiment, the line model 110 performs line simulation on the actual operating scenario to obtain line parameters that match the actual operating scenario. The vehicle system model 120 performs simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the actual operating scenario. Because the line parameters are combined, the simulated traction power and simulated vehicle position of each vehicle obtained by the simulation calculation are more accurate. Furthermore, the traction power supply network model 130 utilizes the simulated traction power and simulated vehicle position of each vehicle when performing power flow calculation simulation. Different simulated traction power of vehicles indicates different loads in the traction power supply network model 130. Moreover, the accurate simulated vehicle position enables a more accurate simulation of the impedance network in the traction power supply network model 130, thereby obtaining more accurate simulated voltage and simulated current of each node in the traction power supply network, and thus obtaining more accurate simulated energy consumption.

[0031] Specifically, the vehicle system model 120 includes: a main traction drive system model, an auxiliary power supply system model, and an air braking system model. The main traction drive system model is an electromechanical coupling model including a traction converter, traction motor, gear transmission, and vehicle resistance; the auxiliary power supply system model is an electromechanical coupling model including an auxiliary converter, charger, and auxiliary load; and the air braking system model is an electromechanical coupling model containing the core components of the air braking system. The main traction drive system model, auxiliary power supply system model, and air braking system model are constructed in MATLAB or Simulink software based on the corresponding actual system structures in the train. The vehicle system model 120 is obtained by establishing the structural and control logic relationships between the main traction drive system model, auxiliary power supply system model, and air braking system model.

[0032] Specifically, the line parameters include static line parameters and dynamic line parameters. The static line parameters include gradient, curve radius, tunnel length, and speed limit. The dynamic line parameters include passenger flow. The static line parameters, such as gradient, curve radius, tunnel length, and speed limit, are obtained by measuring the corresponding parameters on the actual line and all affect the train's traction force and speed, thus affecting the simulated traction power and simulated vehicle position. The dynamic line parameters mainly include passenger flow. Since the passenger flow changes continuously as the train travels along the line (i.e., the number of passengers on board changes constantly), the train's mass also changes constantly. The train's mass affects its traction force, thus affecting the simulated traction power. Therefore, the vehicle system model 120 considers the above line parameters when calculating the simulated traction power and simulated vehicle position, making the calculated simulated traction power and simulated vehicle position more accurate.

[0033] Based on the aforementioned route parameters, the vehicle system model 120 is used to simulate and calculate the route parameters, control objectives of each vehicle, and transmission efficiency of each vehicle in the actual operating scenario, respectively, to obtain the simulated traction power and simulated vehicle position of each vehicle, including: Under the speed limit conditions, the vehicle system model 120 calculates the basic running resistance of each train based on the train mass of each vehicle and the speed in the control target. The train mass is determined based on the passenger flow, and the basic running resistance of the train is mainly the friction between the wheels and the track. Specifically, it is calculated using the following formula: (1).

[0034] in, F bas ( t ) indicates that the train is t The basic operating resistance at any given time, v ( t) indicates that the train is t The speed of time a , b and c These represent empirical coefficients, M Indicates train mass. g It represents the acceleration due to gravity.

[0035] The vehicle system model 120 calculates the additional resistance of each train based on the slope gradient, curve radius, tunnel length, and train mass. When the train travels to specific locations such as slopes, curves, and tunnels, it will also experience additional resistance at these locations. To calculate the traction force more accurately, and thus the simulated traction power more accurately, it is necessary to calculate these additional resistances. The specific calculation formulas are as follows: (2); (3); (4).

[0036] in, F ramp ( t ) indicates that the train is t Additional resistance from the ramp at any given moment. i ( t )express t The gradient of the train's location at any given time. F curve ( t ) indicates that the train is t The curve at any given time adds resistance. R ( t ) express t The radius of the curve at the current train's location. F tuunel Indicates that the train is t Additional resistance in the tunnel at any given moment, L ( t )express t The length of the tunnel where the train is located at that time. Of course, the train is in... t If there is no slope, curve, or tunnel at the current location, then the additional resistance from the slope, curve, and tunnel is all zero.

[0037] The vehicle system model 120 obtains the train running resistance by summing the basic running resistance, the additional resistance of the slope, the additional resistance of the curve, and the additional resistance of the tunnel, that is, by summing the formulas (1) to (4). F res ( t ): (5).

[0038] The vehicle system model 120 calculates the train traction force based on the train's running resistance, train mass, and train acceleration. Specifically, the formula for calculating the train traction force is as follows: (6).

[0039] in, F ( t () indicates the train's traction force. dv ( t ) / dt Represents the acceleration of the train, when F ( t A value greater than 0 indicates traction force. F ( t A value less than 0 indicates braking force.

[0040] The vehicle system model 120 calculates the simulated traction power based on the train traction force, train speed, vehicle transmission efficiency, and train auxiliary system power, and calculates the simulated vehicle position based on train speed and time. Specifically, the formula for calculating the simulated traction power is as follows: (7).

[0041] in, P train ( t ) indicates that the train is t The simulated traction power at any given moment, that is, the train's traction power at... t The required power at the busbar at that time (the power that needs to be provided by the traction power supply network). P aux ( t ) indicates that the train is t The power of the auxiliary system at any time, η m This represents the vehicle transmission efficiency, specifically the transmission efficiency of the traction motor and gear transmission in the aforementioned main traction drive system model. P aux ( t Generally, an average value is taken based on the actual operating data of each train, for example, 45kW, and then the simulation is calculated based on this value throughout the train's operation. The simulated vehicle position can be calculated by integrating the train speed over the time from the train's departure point to its current position, that is, the simulated vehicle position is the distance between the train's current position and the departure point.

[0042] In this embodiment, the vehicle system model 120 uses the above formula to simulate and calculate the line parameters, vehicle control targets, and vehicle transmission efficiency in the actual operating scenario, thereby simulating the simulated traction power and simulated vehicle position of the train in the actual operating scenario.

[0043] In this embodiment, the traction power supply network model 130 is an equivalent circuit model including the traction power supply transformer, rectifier, power supply line impedance, and vehicle load. The power supply line impedance varies depending on the location of each train in the simulated vehicle. Furthermore, in the equivalent circuit model of the vehicle load, the vehicle load is the simulated traction power calculated from the vehicle system model 120. Therefore, in the power flow simulation, the traction power supply network model 130 utilizes the simulated traction power and simulated vehicle location of each vehicle, enabling a more accurate simulation of the impedance network in the traction power supply network model 130. This results in more accurate simulated voltage and current at each node of the traction power supply network, and consequently, more accurate simulated energy consumption.

[0044] For example, the equivalent circuit model of the traction power supply network model 130 with two vehicles and two substations is used to illustrate the power flow calculation and simulation of the traction power supply network model 130.

[0045] like Figure 2 As shown, the traction substations on both sides of the traction power supply network model 130 also use voltage sources ( U s1 , U s2 ) combined with internal resistance ( R s1 , R s2 The simulation is performed using diodes. Two trains are used as power sources. Assuming that in the same power supply section, train 1 is the leading train and train 2 is the trailing train, the bus power demand of each train at each position is obtained through traction calculations, i.e., the simulated traction power of each train. P 1, P 2). Line impedance ( R 1, R 2, R 3) The size is determined by the following formula (8). S 1. S 2 represents the interaction between the front and rear vehicles and substation 1 during operation. Figure 2 Left side of the middle U s1 , R s1 The distance between the diode and the diode. L This represents the total mileage of the power supply section. i 1. i 2 and i 3 represents the branch current.U 1. U 2. U 3 and U 4 represents the node voltage.

[0046] (8).

[0047] in, r 0 represents unit line impedance.

[0048] In order to solve the total output energy consumption of the substation and the voltage of each bus, the nodal voltage method is used to solve the equivalent circuit model. The nodal voltage equation is shown in the following formula (9): (9).

[0049] In formula (9), the leftmost matrix is ​​the admittance matrix, and the non-zero elements in the admittance matrix are... Y 11 , Y 22 , Y 33 and Y 44 All are self-admittance values, and the remaining non-zero elements are mutual admittance values. The self-admittance and mutual admittance values ​​in the admittance matrix can be solved by the following formula (10): (10).

[0050] The current at each node, i.e. the simulated current, can be obtained from the following formula (11): (11).

[0051] Substituting formulas (10) and (11) into formula (9) will yield the simulated voltage of each node in the traction power supply network.

[0052] The simulated energy consumption is calculated by integrating the simulated voltage and simulated current over a period of time (e.g., 24 hours).

[0053] The train digital simulation system in this embodiment, such as Figure 3 As shown, the information interaction between the vehicle system model, the track model, and the traction power supply network model is considered, especially the coupling relationship between the power supply network and the train group (i.e., the simulated traction power of each train and the simulated vehicle position are input into the traction power supply network model). Therefore, during the simulation, the vehicle-track-network coordinated operation state and mutual coupling relationship of a real rail transit system (e.g., urban rail transit system) can be reproduced, thus obtaining accurate simulated energy consumption. Subsequently, the actual operating scenario can be appropriately adjusted based on the simulated energy consumption. For example, if the simulated energy consumption is too high and does not meet the requirements, the train group speed curve and timetable in the actual operating scenario can be adjusted.

[0054] This invention also provides a train digital simulation platform, such as Figure 4 As shown, the train digital simulation system for deploying the above embodiments includes a train digital simulation platform comprising a power flow computing terminal 410 and multiple single-vehicle computing terminals 420 connected to the power flow computing terminal 410.

[0055] Each of the single-vehicle computing terminals 420 is equipped with the line model and the vehicle system model. Specifically, each single-vehicle computing terminal 420 is used to simulate the line model and the vehicle system model to calculate the simulated traction power and simulated vehicle position of a train, thereby realizing the parallel simulation calculation of the simulated traction power and simulated vehicle position of each train in the actual operation scenario.

[0056] Furthermore, the individual vehicle computing terminal 420 sends its corresponding simulated traction power and simulated vehicle position to the traction power grid model in the power flow computing terminal 410. The power flow computing terminal 410 is equipped with a traction power grid model for simulating the traction power grid model, so that the traction power grid model performs power flow calculations based on each simulated traction power and simulated vehicle position, ultimately obtaining the simulated energy consumption.

[0057] The train digital simulation platform in this embodiment, by deploying the line model and vehicle system model in multiple single-vehicle computing terminals 420, realizes parallel simulation calculation of the simulated traction power and simulated vehicle position of each train in the actual operation scenario, thereby accelerating the simulation speed and improving the simulation efficiency.

[0058] In some embodiments, the train digital simulation platform further includes a display screen 430 connected to the power flow calculation terminal 410 and the multiple single-vehicle calculation terminals 420 respectively, for displaying the calculation results of the power flow calculation terminal 410 and the multiple single-vehicle calculation terminals 420, so that staff can view the simulation process and simulation results in real time.

[0059] This invention also provides a method for constructing a train digital simulation system, used to construct the train digital simulation system described in the above embodiments, such as... Figure 5 As shown, the construction method specifically includes the following steps: Step S510: Call the route model to perform route simulation on historical actual operation scenarios to obtain route parameters. These route parameters include: static route parameters and dynamic route parameters. The static route parameters include: gradient, curve radius, tunnel length, and speed limit. The dynamic route parameters include passenger flow.

[0060] Step S520: Call the vehicle system model to perform simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the historical actual operation scenario, and obtain the simulated traction power and simulated vehicle position of each vehicle. For specific simulation calculations, please refer to formulas (1) to (7) in the aforementioned embodiments.

[0061] Step S530: Call the traction power supply network model to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtain the simulated voltage and simulated current of each node of the traction power supply network, and calculate the simulated energy consumption based on the simulated voltage and simulated current.

[0062] Step S540: Compare the simulated energy consumption with the actual operating energy consumption of historical actual operating scenarios. If the energy consumption error ratio between the two is less than the preset energy consumption error ratio threshold, the train digital simulation system is completed. Otherwise, receive the user's adjustment to the traction power supply network model and jump to step S530.

[0063] Specifically, the energy consumption error ratio threshold can be set according to the actual situation. For example, if the energy consumption error ratio threshold is 5%, and the energy consumption error ratio of the two is less than the preset energy consumption error ratio threshold, that is, |actual energy consumption - simulated energy consumption| / actual energy consumption < 5%, it means that the constructed vehicle system model, line model and traction power supply network model conform to the actual situation, thereby completing the construction of the vehicle-road-network coordinated train digital simulation model. If the energy consumption error ratio between the two models is greater than or equal to the preset energy consumption error ratio threshold, it indicates that the model construction does not conform to the actual situation, especially the traction power supply network model. Therefore, it is necessary to adjust the traction power supply network model, that is, to adjust the model parameters in the traction power supply network model. For example, the model parameters in the traction power supply network model can be adjusted manually in the modeling interface of simulation software such as MATLAB or Simulink. For example, if the simulated energy consumption is much higher than the actual operating energy consumption, parameters such as increasing the no-load voltage of the substation, decreasing the line impedance, and increasing the efficiency values ​​of various power conversion and transmission equipment can be used for the traction power supply network model. Conversely, if the simulated energy consumption is much lower than the actual operating energy consumption, parameters such as decreasing the no-load voltage of the substation, increasing the line impedance, and decreasing the efficiency values ​​of various power conversion and transmission equipment can be used for the traction power supply network model. This makes the traction power supply network model more accurate, and the constructed train digital simulation system can obtain more accurate simulation results.

[0064] In this embodiment, through the above steps S510 to S540, the constructed train digital simulation system can accurately reflect the actual operation.

[0065] In some embodiments, the process further includes the following step between step S520 and step S530: The simulated traction power and simulated vehicle position of each vehicle are compared with the actual traction power and actual vehicle position in the historical actual operation scenario. If the power error ratio between the simulated traction power of each vehicle and the actual traction power of each vehicle in the historical actual operation scenario is less than the power error ratio threshold, and the position error ratio between the simulated vehicle position of each vehicle and the actual vehicle position of each vehicle in the historical actual operation scenario is less than the position error ratio threshold, then step S530 is executed; otherwise, the user's adjustment to the vehicle system is received, and the process jumps to step S520.

[0066] Specifically, for each vehicle, the simulated traction power and simulated vehicle position at several moments obtained from the simulation can be randomly selected and compared with the corresponding actual traction power and actual vehicle position to obtain multiple power error ratios (|actual traction power - simulated traction power| / actual traction power) and multiple position error ratios (|actual vehicle position - simulated vehicle position| / actual vehicle position). If the multiple power error ratios of each vehicle are all less than the power error ratio threshold (e.g., 5%) and the multiple position error ratios of each vehicle are all less than the position error ratio threshold (e.g., 5%), it indicates that the vehicle system model conforms to the actual situation of the vehicle, and step S530 is continued. Otherwise, it indicates that the vehicle system model does not conform to the actual situation of the vehicle, and the vehicle system model needs to be adjusted, that is, the model parameters in the vehicle system model need to be adjusted. For example, the model parameters in the vehicle system model can be adjusted manually in the modeling interface of simulation software such as MATLAB or Simulink, for example: the empirical coefficient in the above formula (1). a , b and c Alternatively, the model parameters in the electromechanical coupling model of the vehicle system model, which adjusts the traction converter, traction motor, gear transmission, and vehicle resistance, can be adjusted to ultimately change the parameters in the above formula (7). P aux ( t )and η m This ensures that the simulated traction power and simulated vehicle position are close to or even equal to the actual traction power and actual vehicle position, respectively. For example, if the simulated traction power is much greater than the actual traction power, it indicates that the transmission efficiency is too low. In this case, increasing the transmission efficiency of the converter, motor, and gearbox is sufficient, and the coefficients a, b, and c mentioned above do not need to be adjusted. The additional resistance is also considered to be calculated more accurately using the formula and does not require adjustment. Conversely, if the simulated traction power is much less than the actual traction power, then the transmission efficiency of the converter, motor, and gearbox needs to be reduced.

[0067] It should be noted that: for any vehicle, the simulated traction power and simulated vehicle position of the vehicle are compared with the actual traction power and actual vehicle position in historical actual operation scenarios. If the comparison results require adjustment of the vehicle system model, the vehicle system model of the corresponding single-vehicle computing terminal in the train digital simulation platform can be adjusted, thereby realizing the individual adjustment of the vehicle system model of different types of vehicles.

[0068] In this embodiment, the vehicle system model is first adjusted to make the simulated traction power and simulated vehicle position more accurate. Then, the traction power supply network model is adjusted, thereby reducing the number of adjustments to the traction power supply network model and enabling the rapid construction of a vehicle-road-network collaborative train digital simulation system.

[0069] Figure 6 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 6 As shown, the electronic device may include: a processor 610, a communications interface 620, a memory 630, and a communication bus 640, wherein the processor 610, the communications interface 620, and the memory 630 communicate with each other via the communication bus 640. The processor 610 can call logical instructions in the memory 630 to execute a method for constructing a train digital simulation system, which includes the following steps: Step S1: Call the line model to perform line simulation on historical actual operation scenarios to obtain line parameters.

[0070] Step S2: Call the vehicle system model to perform simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the historical actual operation scenario, and obtain the simulated traction power and simulated vehicle position of each vehicle.

[0071] Step S3: Call the traction power supply network model to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtain the simulated voltage and simulated current of each node of the traction power supply network, and calculate the simulated energy consumption based on the simulated voltage and simulated current.

[0072] Step S4: Compare the simulated energy consumption with the actual operating energy consumption of historical actual operating scenarios. If the energy consumption error ratio between the two is less than the preset energy consumption error ratio threshold, the train digital simulation system is completed. Otherwise, receive the user's adjustment to the traction power supply network model and jump to step S3.

[0073] Furthermore, the logical instructions in the aforementioned memory 630 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned 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.

[0074] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the train digital simulation system construction method provided by the above methods, the method including the following steps: Step S1: Call the line model to perform line simulation on historical actual operation scenarios to obtain line parameters.

[0075] Step S2: Call the vehicle system model to perform simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the historical actual operation scenario, and obtain the simulated traction power and simulated vehicle position of each vehicle.

[0076] Step S3: Call the traction power supply network model to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtain the simulated voltage and simulated current of each node of the traction power supply network, and calculate the simulated energy consumption based on the simulated voltage and simulated current.

[0077] Step S4: Compare the simulated energy consumption with the actual operating energy consumption of historical actual operating scenarios. If the energy consumption error ratio between the two is less than the preset energy consumption error ratio threshold, the train digital simulation system is completed. Otherwise, receive the user's adjustment to the traction power supply network model and jump to step S3.

[0078] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the train digital simulation system construction method provided by the above methods, the method comprising the following steps: Step S1: Call the line model to perform line simulation on historical actual operation scenarios to obtain line parameters.

[0079] Step S2: Call the vehicle system model to perform simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the historical actual operation scenario, and obtain the simulated traction power and simulated vehicle position of each vehicle.

[0080] Step S3: Call the traction power supply network model to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtain the simulated voltage and simulated current of each node of the traction power supply network, and calculate the simulated energy consumption based on the simulated voltage and simulated current.

[0081] Step S4: Compare the simulated energy consumption with the actual operating energy consumption of historical actual operating scenarios. If the energy consumption error ratio between the two is less than the preset energy consumption error ratio threshold, the train digital simulation system is completed. Otherwise, receive the user's adjustment to the traction power supply network model and jump to step S3.

[0082] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0083] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0084] All actions involving the acquisition of signal information or data in this invention are carried out in compliance with the relevant data protection laws and policies of the country where the device is located, and with the authorization granted by the owner of the device.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train digital simulation system, characterized in that, include: Vehicle system model, track model, and traction power supply network model; The route model is used to simulate the actual operating scenario to obtain route parameters, and the simulated route parameters are sent to the vehicle system model. The vehicle system model is used to simulate and calculate the line parameters, control targets and transmission efficiency of each vehicle in the actual operation scenario, to obtain the simulated traction power and simulated vehicle position of each vehicle, and to send the simulated traction power and simulated vehicle position of each vehicle to the traction power supply network model. The traction power supply network model is used to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, to obtain the simulated voltage and simulated current of each node of the traction power supply network, and to calculate the simulated energy consumption based on the simulated voltage and simulated current.

2. The train digital simulation system according to claim 1, characterized in that, The vehicle system model includes: a main traction drive system model, an auxiliary power supply system model, and an air braking system model; The main traction drive system model is an electromechanical coupling model including a traction converter, traction motor, gear transmission, and vehicle resistance; the auxiliary power supply system model is an electromechanical coupling model including an auxiliary converter, charger, and auxiliary load; and the air brake system model is an electromechanical coupling model including the core components of the air brake system.

3. The train digital simulation system according to claim 1, characterized in that, The route parameters include static route parameters and dynamic route parameters. The static route parameters include: gradient, curve radius, tunnel length and speed limit. The dynamic route parameters include passenger flow.

4. The train digital simulation system according to claim 3, characterized in that, The vehicle system model is used to simulate and calculate the line parameters, control targets, and transmission efficiency of each vehicle in the actual operating scenario, obtaining the simulated traction power and simulated vehicle position for each vehicle, including: Under the speed limit conditions, the vehicle system model calculates the basic running resistance of each train based on the train mass of each vehicle and the speed in the control target, wherein the train mass is determined based on the passenger flow. The vehicle system model calculates the additional resistance of each train on the slope, the additional resistance of the curve, and the additional resistance of the tunnel based on the slope gradient, the curve radius, the tunnel length, and the train mass of each train. The vehicle system model obtains the train running resistance by summing the basic running resistance, gradient additional resistance, curve additional resistance, and tunnel additional resistance. The vehicle system model calculates the train traction force based on the train running resistance, train mass, and train acceleration. The vehicle system model calculates the simulated traction power based on the train traction force, train speed, vehicle transmission efficiency, and train auxiliary system power, and calculates the simulated vehicle position based on the train speed and time.

5. The train digital simulation system according to any one of claims 1 to 4, characterized in that, The traction power supply network model is an equivalent circuit model that includes traction power supply transformers, rectifiers, power supply line impedance, and vehicle load.

6. A train digital simulation platform, characterized in that, For deploying the train digital simulation system according to any one of claims 1 to 5, the train digital simulation platform includes: a power flow computing terminal and a plurality of single-vehicle computing terminals connected to the power flow computing terminal; Each vehicle computing terminal is equipped with the line model and the vehicle system model, and the power flow computing terminal is equipped with the traction power supply network model. Each vehicle computing terminal sends its corresponding simulated traction power and simulated vehicle position to the traction power supply network model in the power flow computing terminal.

7. The train digital simulation platform according to claim 6, characterized in that, Also includes: The display screens connected to the trend calculation terminal and the multiple bicycle calculation terminals are used to display the calculation results of the trend calculation terminal and the multiple bicycle calculation terminals.

8. A method for constructing a train digital simulation system, characterized in that, include: Step S1: Use the line model to simulate the historical actual operation scenario to obtain the line parameters; Step S2: Call the vehicle system model to perform simulation calculations on the line parameters, control targets of each vehicle, and transmission efficiency of each vehicle in the historical actual operation scenario, and obtain the simulated traction power and simulated vehicle position of each vehicle. Step S3: Call the traction power supply network model to perform power flow calculation simulation based on the simulated traction power and simulated vehicle position of each vehicle, obtain the simulated voltage and simulated current of each node of the traction power supply network, and calculate the simulated energy consumption based on the simulated voltage and simulated current. Step S4: Compare the simulated energy consumption with the actual operating energy consumption of historical actual operating scenarios. If the energy consumption error ratio between the two is less than the preset energy consumption error ratio threshold, the train digital simulation system is completed. Otherwise, receive the user's adjustment to the traction power supply network model and jump to step S3.

9. The method for constructing a train digital simulation system according to claim 8, characterized in that, Between step S2 and step S3, the following is also included: The simulated traction power and simulated vehicle position of each vehicle are compared with the actual traction power and actual vehicle position in the historical actual operation scenario. If the power error ratio between the simulated traction power of each vehicle and the actual traction power of each vehicle in the historical actual operation scenario is less than the power error ratio threshold, and the position error ratio between the simulated vehicle position of each vehicle and the actual vehicle position of each vehicle in the historical actual operation scenario is less than the position error ratio threshold, then step S3 is executed; otherwise, the user's adjustment to the vehicle system is received, and the process jumps to step S2.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the train digital simulation system construction method as described in claim 8 or 9.

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