An electrified railway emergency traction power supply method, system, device and medium

Abstract

The present application relates to the field of emergency power supply of traction power supply system, and particularly relates to an electrified railway emergency traction power supply method, system, device and medium. When the train is in a dangerous working condition, the importance list of the loads of the train is obtained by dynamically classifying the loads of the train according to the position information of the train; the total power capability and the total demand power of the loads of each level are obtained according to the maximum output power of the photovoltaic system, the real-time state of charge and power limit value of the energy storage system, the importance list of the loads, and the demand power of each load; the energy distribution strategy is determined according to the level of the train traction load of the two power supply arms; the power control instruction of the energy storage system is obtained and power supply is performed according to the total power capability, the total demand power of the loads of each level, and the energy distribution strategy. The resource scale advantages of the ground energy storage and photovoltaic are utilized to provide more abundant power support, and effectively solve the problem of traction escape in high energy consumption sections.

Description

Technical Field

[0001] This invention relates to the field of emergency power supply for traction power supply systems, specifically to a method, system, equipment, and medium for emergency traction power supply in electrified railways. Background Technology

[0002] Electrified railways, as a typical representative of modern rail transit, have occupied an important position in supporting national economic development due to their environmentally friendly characteristics, high-efficiency operation advantages, and high-power traction characteristics. However, their safety is paramount. Existing traction power supply systems rely solely on external power grids and are characterized by long-distance, cross-regional geographical distribution. When extreme natural disasters cause power outages or overhead contact line failures, electric locomotives lose power and become stranded or stalled. In extreme environments, this can easily trigger a chain reaction of problems such as low temperatures and oxygen deficiency, threatening the lives of passengers. Particularly in high-altitude, oxygen-deficient plateau and mountainous areas with high bridge-to-tunnel ratios, the weak external power grid conditions and long, steep gradients significantly increase the time and difficulty of rescue and disaster relief efforts. Therefore, researching ways to meet the power needs of life support equipment such as oxygen production and air conditioning ventilation in trains after disasters, and maintaining the train's self-traction capability, is crucial for ensuring the power supply security of the railway system.

[0003] Existing emergency solutions for traction power supply systems mainly include emergency hot standby rescue technology and train traction energy restoration technology. Emergency hot standby rescue technology primarily involves dispatching diesel locomotives to tow the damaged locomotive away from the accident area. However, emergency hot standby vehicle dispatching is complex, and the rescue time is long, making timely implementation difficult. Train traction energy restoration technology specifically includes system self-healing reconfiguration technology and train emergency self-propelled operation technology. System self-healing reconfiguration technology typically employs fixed / mutual backup, emergency cross-regional power supply, and grid-based power supply methods. However, these measures heavily rely on the external power grid, and weak sections of the grid cannot provide effective support. Furthermore, they generate complex switching and remote dispatching operations. Train emergency self-propelled operation technology involves equipping electric locomotives with power batteries as emergency power sources during power outages. However, limited space in the carriages restricts battery capacity, and the long distances between railway stations make onboard energy storage insufficient to effectively meet energy demands in emergency situations.

[0004] In recent years, the "source-grid-vehicle-storage" coordinated power supply technology based on railway power flow controllers has developed rapidly. It integrates resources such as photovoltaics and energy storage, effectively absorbing photovoltaic energy, achieving peak shaving and valley filling, reducing maximum demand, and significantly improving the operational economy of the traction power supply system. Simultaneously, the integration of photovoltaics and energy storage resources reduces the traction power supply system's dependence on the external power grid, providing a new approach for railway emergency power supply in extreme environments. However, existing "source-grid-vehicle-storage" emergency traction power supply methods mostly focus on system-level energy optimization and allocation, neglecting the priority differences in energy demand among different loads under emergency conditions, making it difficult to guarantee stable power supply to important loads under limited energy conditions. Therefore, this invention, based on the "source-grid-vehicle-storage" coordinated power supply system and considering the importance of different loads, proposes a "source-grid-vehicle-storage" emergency traction power supply method for electrified railways. Summary of the Invention

[0005] The purpose of this invention is to provide a method, system, equipment and medium for emergency traction power supply in electrified railways, which solves the problems in the prior art.

[0006] This invention is achieved through the following technical solution:

[0007] In a first aspect, embodiments of the present invention provide a method for emergency traction power supply in electrified railways, comprising:

[0008] When the train is in a dangerous operating condition, the various loads of the train are dynamically classified according to the location information of the train, and a load importance list containing the level to which each load belongs is obtained. The train is a train in the source-grid-vehicle-storage power supply system.

[0009] Based on the real-time data collected from the photovoltaic system's maximum output power, the energy storage system's real-time state of charge and power limit, the load importance list, and the power demand of each load, the total power capacity currently available for emergency allocation and the total power demand of each load level are calculated.

[0010] Based on the train traction load levels of the two power supply arms in the “source-grid-vehicle-storage” power supply system, an energy allocation strategy is determined, which defines the power supply order for loads of different priorities.

[0011] Based on the total power capacity, the total power demand of each load level, and the energy allocation strategy, the energy storage system obtains power control commands and supplies power.

[0012] Preferably, the dynamic grading includes:

[0013] Whether the train is in a dangerous position can be determined based on whether its location is in a long tunnel or a long slope.

[0014] For trains in dangerous positions, the traction load of the train is determined to be of the highest priority;

[0015] For trains that are not in a dangerous position, the traction load of the train is determined to be the second highest priority;

[0016] For non-traction loads, the importance index of the non-traction load is calculated according to the preset load importance evaluation model;

[0017] The load importance list is obtained by classifying each non-traction load according to its importance index and preset threshold.

[0018] Preferably, the load importance evaluation model is as follows:

[0019] The load importance index is calculated by weighted comprehensive train safety operation support index and emergency survival environment guarantee index. The train safety operation support index is calculated based on the direct impact of load failure on the braking system, equipment thermal runaway risk parameters, and the critical weight of communication functions. The emergency survival environment guarantee index is calculated based on the carriage passenger density coefficient, environmental tolerance time parameter, and track environment hazard coefficient.

[0020] Preferably, determining the energy allocation strategy based on the train traction load levels of the two power supply arms in the source-grid-vehicle-storage power supply system includes:

[0021] Based on the level of the train traction load on the two power supply arms, scene feature parameters are extracted. These scene feature parameters are used to identify whether any traction load is determined to be the highest priority load that needs to be urgently pulled out of the danger zone.

[0022] The scenario feature parameters are matched with multiple predefined emergency energy allocation strategy models to select the corresponding target strategy model. Each emergency energy allocation strategy model is associated with a specific set of scenario features and has built-in decision logic based on a set of inequalities for different power supply levels.

[0023] Based on the target strategy model, the total power capacity and the total power demand of each load level are taken as inputs, and the energy allocation strategy to be executed is output. The energy allocation strategy includes at least the target power supply level, the load combination to be supplied, and the reference calculation method for the power of the energy storage system.

[0024] Preferably, the emergency energy allocation strategy model includes:

[0025] The first strategy model is used for scenarios where only the train traction load on the α power supply arm is the highest priority load;

[0026] The second strategy model is used for scenarios where only the train traction load on the β power supply arm is the highest priority load;

[0027] The third strategy model is used for scenarios where the train traction loads on both the α power supply arm and the β power supply arm are the highest priority loads.

[0028] The fourth strategy model is used for scenarios where the train traction loads on both the α power supply arm and the β power supply arm are not the highest priority loads.

[0029] Preferably, the step of taking the total power capacity and the total power demand of each load level as inputs, and outputting the energy allocation strategy to be executed at the current time, based on the target strategy model, includes:

[0030] The strategy model pre-sets at least two power supply levels and corresponding load power supply combinations;

[0031] By comparing the total power capacity with the total power demand of each load level in turn with the minimum power threshold required for each power supply level, the first power supply level that can be met is determined, and the load power supply combination corresponding to the power supply level is used as the energy allocation strategy.

[0032] Preferably, the step of obtaining power control commands for the energy storage system and supplying power based on the total power capacity, the total power demand of each load level, and the energy allocation strategy includes:

[0033] The total power capacity is compared sequentially with the load power demand thresholds corresponding to each power supply level defined in the energy allocation strategy, and the highest achievable power supply level is determined based on the comparison results.

[0034] Based on the determined highest power supply level and the corresponding calculation formula in the energy distribution strategy, the reference power value of the energy storage system is calculated and used as the core parameter of the energy storage system power control command.

[0035] Based on the power control command of the energy storage system, the output of the energy storage system and the photovoltaic system are coordinated and controlled: the energy storage system is controlled to charge and discharge according to the reference power value, and the photovoltaic system is controlled to switch between maximum power point tracking mode and power limiting mode, so as to jointly maintain the power balance of the system and realize the power supply to the target load combination.

[0036] Secondly, embodiments of the present invention provide an emergency traction power supply system for electrified railways, including a common DC bus, back-to-back converters, a photovoltaic system, an energy storage system, and a system controller;

[0037] The DC side of the back-to-back converter is connected to the common DC bus, the first AC side of the back-to-back converter is connected to the α power supply arm of the traction substation, and the second AC side of the back-to-back converter is connected to the β power supply arm of the traction substation.

[0038] The photovoltaic system is connected to the common DC bus through a first DC-DC converter, which is a Boost converter. The Boost converter is used to boost the output voltage of the photovoltaic array to the voltage level of the common DC bus.

[0039] The energy storage system is connected to the common DC bus through a second DC-DC converter. The second DC-DC converter is a bidirectional DC-DC converter, which is used to realize the charging and discharging power control of the energy storage system.

[0040] The system controller communicates with back-to-back converters, photovoltaic systems, and energy storage systems.

[0041] The system controller includes:

[0042] The load dynamic classification module is used to dynamically classify the various loads of the train according to the location information of the train when the train is in a dangerous operating condition, and obtain a load importance list containing the level to which each load belongs. The train is a train in the source-grid-vehicle-storage power supply system.

[0043] The power calculation module is used to calculate the total power capacity currently available for emergency allocation and the total power demand of each load level based on the real-time collected data of the maximum output power of the photovoltaic system in the source-grid-vehicle-storage power supply system, the real-time state of charge and power limit of the energy storage system, the load importance list, and the power demand of each load.

[0044] The energy allocation module is used to determine the energy allocation strategy based on the train traction load level of the two power supply arms in the source-grid-vehicle-storage power supply system. The energy allocation strategy defines the power supply order of loads with different priorities.

[0045] The power supply module is used to obtain power control commands for the energy storage system and supply power based on the total power capacity, the total power demand of each load level, and the energy distribution strategy.

[0046] Thirdly, embodiments of the present invention provide an electronic device, including: at least one processor, at least one memory, and computer program instructions stored in the memory, which, when executed by the processor, implement the method of the first aspect described above.

[0047] Fourthly, embodiments of the present invention provide a storage medium storing computer program instructions, which, when executed by a processor, implement the method of the first aspect described above.

[0048] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0049] (1) Compared with traditional emergency hot standby rescue and self-healing reconfiguration technology, the present invention does not require manual intervention of circuit breakers and connecting switches, eliminates complex switching operations and rescue vehicle dispatching procedures, and significantly shortens the emergency response time after disaster.

[0050] (2) Compared with the vehicle-mounted battery power supply scheme, the present invention utilizes the resource scale advantages of ground energy storage and photovoltaics to provide more abundant power support, effectively solving the problem that the vehicle-mounted energy storage capacity is limited and it is difficult to support traction and get-out in high-energy-consuming sections such as long slopes and tunnels.

[0051] (3) Based on the location of the EMU, the safety of train operation and the protection of the living environment, a load importance evaluation system was constructed. On this basis, an emergency energy allocation strategy was adopted to achieve the best energy utilization effect of the two arm loads during the emergency process, and to ensure the reliable and continuous power supply of important loads. Attached Figure Description

[0052] To more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be considered as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort. In the drawings:

[0053] Figure 1 A schematic flowchart of the emergency traction power supply method for electrified railways provided by the present invention;

[0054] Figure 2 This is a schematic diagram of the structure of the electrified railway emergency traction power supply system provided by the present invention;

[0055] Figure 3 The present invention provides a control block diagram of a Boost converter;

[0056] Figure 4 The control block diagram of the bidirectional DC-DC converter provided by the present invention;

[0057] Figure 5 The back-to-back converter control block diagram provided by the present invention;

[0058] Figure 6 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of the present invention are only used to explain the present invention and are not intended to limit the present invention.

[0060] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0061] It should be noted that all actions involving the acquisition of signals, information, or data in this invention are carried out in compliance with the relevant data protection laws and regulations of the locality and with authorization from the owner of the relevant device.

[0062] Example 1

[0063] Please see Figure 1 This invention provides a method for emergency traction power supply in electrified railways, comprising:

[0064] S1. When the train is in a dangerous operating condition, the various loads of the train are dynamically classified according to the location information of the train to obtain a load importance list containing the level to which each load belongs. The train is a train in the source-grid-vehicle-storage power supply system.

[0065] A train being in a hazardous condition refers to a situation where the train's track environment or its own condition poses a direct threat to operational safety or the survival of personnel. Typical scenarios include a train stopped in a long tunnel potentially leading to ventilation disruption, or a train stranded on a long gradient posing a risk of runaway. Determining a hazardous condition relies on comparing and analyzing train location information with the track database.

[0066] Location information refers to the specific spatial coordinates and track markings of a train on a railway line. This information typically originates from the Global Positioning System (GPS), track circuits, or transponder systems. Location information includes not only latitude and longitude coordinates but also corresponding track section attributes, such as gradient, curvature, and tunnel markings.

[0067] Dynamic classification refers to the process of prioritizing various electrical loads on a train based on real-time acquired train status and environmental parameters, according to preset evaluation rules. This process needs to be executed periodically to reflect changes in operating conditions, unlike static classification which remains unchanged.

[0068] The load importance list records each load identifier and its corresponding priority level in structured data format. This list serves as the basis for system energy allocation decisions, clearly indicating whether each load belongs to level A (highest priority), level B (secondary priority), or level C (general priority).

[0069] In its implementation, the system first obtains precise location coordinates through the train monitoring network and matches them with the line geographic information database to identify whether the train is in a pre-defined dangerous section such as a tunnel or slope. Then, for traction loads, priority level A or B is directly assigned based on the dangerous section determination result; for auxiliary loads, a multi-dimensional evaluation model is invoked to comprehensively calculate scores for both safe operation support and survival environment assurance, determining the final level based on the score threshold range. All load identifiers and levels form a structured list and are output to the next processing stage. This processing method ensures that priority allocation can respond to real-time changes in the operating environment, providing a highly adaptable and reliable decision-making basis for subsequent energy allocation.

[0070] In some embodiments, the dynamic hierarchical classification includes:

[0071] Whether the train is in a dangerous position can be determined based on whether its location is in a long tunnel or a long slope.

[0072] For trains in dangerous positions, the traction load of the train is determined to be of the highest priority;

[0073] For trains that are not in a dangerous position, the traction load of the train is determined to be the second highest priority;

[0074] For non-traction loads, the importance index of the non-traction load is calculated according to the preset load importance evaluation model;

[0075] The load importance list is obtained by classifying each non-traction load according to its importance index and preset threshold.

[0076] In some implementations, the load importance evaluation model is as follows:

[0077] The load importance index is calculated by weighted comprehensive train safety operation support index and emergency survival environment guarantee index. The train safety operation support index is calculated based on the direct impact of load failure on the braking system, equipment thermal runaway risk parameters, and the critical weight of communication functions. The emergency survival environment guarantee index is calculated based on the carriage passenger density coefficient, environmental tolerance time parameter, and track environment hazard coefficient.

[0078] The load importance evaluation model is as follows:

[0079] A multi-dimensional evaluation index system was established, including support for train safety operation and support for emergency survival environment. Train safety operation support refers to whether the loss of power to non-traction loads will affect the monitoring, control, or safety protection functions of critical train operating states, thus directly or indirectly impacting train operation safety. For example, a loss of power to the main air compressor may lead to insufficient braking pressure, affecting train braking performance; a loss of power to the main converter's cooling system can easily trigger equipment overheat protection actions or even system shutdown. A higher train safety operation index indicates a higher level of importance for the load. Emergency survival environment support refers to whether the loss of power to non-traction loads will affect the environment of train crew and passengers, mainly reflected in its role in protecting air quality, temperature, and visibility within the carriage. For example, a loss of power to ventilation, air conditioning, or other equipment may lead to limited ventilation, abnormal temperatures, or even the accumulation of harmful gases or smoke in the carriages, which can easily cause personnel safety problems under high-density passenger loads or enclosed conditions such as tunnels. A higher emergency survival environment support index indicates a higher level of importance for the load.

[0080] The calculation formula for the support indicators for safe train operation is as follows:

[0081] ;

[0082] In the formula, For braking-related effects, the value is 1 when equipment failure directly causes brake failure; 0.5 when it has an indirect effect; and 0 when there is no effect. The risk of thermal runaway of equipment is defined as follows: ,in Indicates the alarm limit temperature of the equipment. This represents the current ambient temperature. Communication support capability, representing the load's ability to guarantee train information transmission, train operation protection, and emergency command, is calculated using the following formula: .in This represents the functional modules included in the j-th load item. This is a normalization constant to ensure that the index is between [0.1]. This is the functional weight coefficient. When the functional module contains a driving safety category, it takes the value of 1. When the functional module contains an emergency communication category, the value range is [0.5, 1]. When the functional module contains an auxiliary office category, it takes the value of [0, 0.5].

[0083] The formula for calculating emergency survival environment indicators is as follows:

[0084] ;

[0085] In the formula, The formula for calculating population density is: , indicating the actual number of people With the setting personnel The ratio of . The tolerance time represents the estimated time after the load loses power and the air quality or temperature in the carriage exceeds the human body's tolerance limit. The shorter the time, the better. The larger the value, the higher the importance; k represents the adjustment parameter. The environmental hazard coefficient is 1 if the train is in a hazardous environment, and [0, 0.5] if it is in a normal environment. α, β, and γ are weighting coefficients, and the sum of the three is 1.

[0086] The weights of the indicators were determined using a combined weighting method. Based on railway safety expert scores, a judgment matrix was constructed using the analytic hierarchy process (AHP) to calculate the subjective weights of the indicators for train safety operation and emergency survival environment protection. Based on historical datasets and operational statistics, the objective weights of the indicators were calculated using the entropy weighting method. The subjective and objective weights were then linearly combined in a preset ratio of 6:4 to obtain the comprehensive weights.

[0087] Calculate and classify the load importance index. For each non-traction load j, obtain its standardized score for train safety operation support. Standardized scoring for emergency survival environment protection Calculate the load importance index:

[0088]

[0089] In the formula, , These represent the weights of the train safety operation support indicators and the emergency survival environment protection indicators, respectively.

[0090] definition It is a Class A load. It is a Class B load. It is a Class C load.

[0091] Furthermore, the dynamic classification of various loads of the train is performed at 10-minute intervals for decision iteration until both arm loads are pulled out of the power failure area or the energy storage and photovoltaic energy are exhausted.

[0092] S2. Based on the real-time collected data of the maximum output power of the photovoltaic system in the source-grid-vehicle-storage power supply system, the real-time state of charge and power limit of the energy storage system, the load importance list, and the power demand of each load, calculate the total power capacity currently available for emergency allocation and the total power demand of each load level.

[0093] The maximum output power of a photovoltaic system refers to the maximum electrical power that a photovoltaic array can output under current environmental conditions. This value is affected by solar irradiance and the temperature of the photovoltaic panels.

[0094] The real-time state of charge of an energy storage system represents the percentage of energy currently stored in the system relative to its maximum capacity, reflecting the level of remaining available energy.

[0095] The power limit of an energy storage system refers to the maximum instantaneous power value that the energy storage system is allowed to reach during charging and discharging, which is determined by the battery characteristics and the converter capacity.

[0096] Total power capacity refers to the maximum net output power that the photovoltaic system and energy storage system can provide together at a specific moment. The calculation takes into account the photovoltaic output, the discharge power of the energy storage, and the efficiency of each converter component.

[0097] The total power demand for each load level refers to the sum of the real-time power demands of loads of the same priority, yielding the total power demand for loads of level A, B, and C respectively. This data represents the minimum power threshold required to meet different power supply objectives.

[0098] Implementation Process: The system collects electrical parameters of the photovoltaic array and calculates the current maximum output using a computational model. Simultaneously, it reads data from the battery management system, calculates the state of charge of the energy storage system in real time, and queries the curve to obtain the current maximum allowable charge and discharge power. The maximum photovoltaic output and the energy storage's dischargeable power are multiplied by the efficiency and then summed to obtain the total power capacity. On the other hand, the system obtains the real-time power demand of each load from the communication network and sums these demands according to their importance based on a load importance list. This step completes a quantitative assessment of power supply capacity and power demand, providing numerical data for determining the power supply and demand relationship.

[0099] S3. Based on the train traction load levels of the two power supply arms in the source-grid-vehicle-storage power supply system, determine the energy allocation strategy, which defines the power supply order of loads with different priorities.

[0100] The two power supply arms refer to the independent power supply sections extending to both sides of the traction substation, called the α power supply arm and the β power supply arm. Each power supply arm provides traction power to the trains within its section.

[0101] The train traction load level refers to the priority level assigned to the power demand of the train traction system in step S1, such as level a or level b.

[0102] Energy allocation strategy refers to a predefined set of decision rules for different emergency scenarios, which clarifies the power supply sequence and power allocation method for various loads when power capacity is insufficient.

[0103] Implementation Process: The system extracts the level information of all train traction loads on both power supply arms from the load importance list. Based on the combination of traction load levels on both arms, the current scenario is categorized into one of the preset typical emergency scenarios. Each scenario is associated with a specific energy allocation strategy model. The system selects the matching strategy model by querying the strategy mapping table. This model defines a progressive power supply logic, from ensuring power supply to level A loads to gradually expanding to level B and C loads, as well as the corresponding power balance calculation method. This step transforms real-time decision-making into a strategy matching problem based on scenario classification, enabling the system to quickly generate energy scheduling principles adapted to the current hazard distribution.

[0104] In some implementations, S3, based on the train traction load levels of the two power supply arms in the source-grid-vehicle-storage power supply system, determines the energy allocation strategy, including:

[0105] S31. Based on the level of the train traction load on the two power supply arms, extract scene feature parameters. The scene feature parameters are used to identify whether any traction load is determined to be the highest priority load that needs to be urgently pulled out of the danger zone.

[0106] S32. Match the scenario feature parameters with multiple predefined emergency energy allocation strategy models, select the corresponding target strategy model, and each emergency energy allocation strategy model is associated with a specific set of scenario features and has built-in decision logic based on a set of inequalities for different power supply levels.

[0107] S33. Based on the target strategy model, take the total power capacity and the total power demand of each load level as input, and output the energy allocation strategy to be executed. The energy allocation strategy includes at least the target power supply level, the load combination to be supplied, and the reference calculation method for the power of the energy storage system.

[0108] Among them, the scenario characteristic parameter refers to the key identification data extracted from the load level information of the two power supply arms, which is used to characterize the current emergency scenario category. This parameter is essentially a code used to identify whether there is a highest priority load that needs to be urgently pulled out of the danger zone.

[0109] An emergency energy allocation strategy model refers to a mathematical model pre-established for different typical emergency scenarios. Each model is associated with a specific set of scenario characteristics and contains built-in decision logic for determining how to allocate power in that scenario.

[0110] The target power supply level refers to the highest achievable power supply guarantee level determined by the decision logic of the selected strategy model under the current total power capacity constraint. Different power supply levels correspond to different load power supply combinations.

[0111] The load combination to be supplied with electricity refers to the specific set of loads that should be allowed to receive power at present, as determined by the selected power supply level. This combination clarifies which Class A, Class B, or Class C loads can simultaneously receive power.

[0112] The reference calculation method for energy storage system power refers to the specific formula or algorithm used to calculate the power value that the energy storage system should output or absorb after determining the target power supply level and the combination of loads to be supplied. This calculation needs to be based on the power difference between the actual output of the photovoltaic system and the total demand of the target load.

[0113] Implementation Process: The system first analyzes the priority levels of all traction loads on both power supply arms. By determining whether there is a traction load rated as the highest priority, a concise scenario feature code is generated, summarizing the current urgency distribution. The system maintains a strategy model library, where each model is pre-associated with a specific scenario feature code. By comparing the generated scenario feature code with the model library, the system selects a model that perfectly matches it as the basis for the current decision. This selected target strategy model encapsulates complete decision-making logic, capable of judging a series of sequentially arranged power supply level conditions. The system then inputs the real-time calculated total power capacity and the total power demand of each load level into the target model. The model performs calculations according to its built-in logic, sequentially evaluating power conditions to determine the highest power supply level that can be met, and thus clarifying the specific combination of loads that should be supplied under this level. Finally, based on the total power demand of this load combination and the real-time output of the photovoltaic system, the model calculates the reference power value of the energy storage system required to maintain power balance according to a preset formula. This series of steps transforms complex, multi-factor real-time decision-making into a feature-matching-based model selection and parameterized computation process, ensuring the speed, consistency, and optimality of energy allocation decisions in different emergency scenarios.

[0114] The emergency energy allocation strategy model includes:

[0115] The first strategy model is used for scenarios where only the train traction load on the α power supply arm is the highest priority load;

[0116] The second strategy model is used for scenarios where only the train traction load on the β power supply arm is the highest priority load;

[0117] The third strategy model is used for scenarios where the train traction loads on both the α power supply arm and the β power supply arm are the highest priority loads.

[0118] The fourth strategy model is used for scenarios where the train traction loads on both the α power supply arm and the β power supply arm are not the highest priority loads.

[0119] Specifically, the first strategy model: the train on the α-arm is in a dangerous position.

[0120] The traction load power of the α-arm train is calculated as follows:

[0121] ;

[0122] In the formula, This indicates the traction power of the train at position s; , These represent the traction force and speed of the train on the α-arm under different positions and environmental conditions, respectively; , , These represent the charging and discharging efficiency of energy storage devices, the efficiency of back-to-back converters, and the efficiency of train traction drive systems, respectively.

[0123] If the state of charge of the energy storage system meets the requirements ,in , These represent the lower and upper limits of the state of charge (SOC) of the energy storage system, respectively. The energy storage system employs dual closed-loop voltage and current control to stabilize the DC-side voltage of the back-to-back converter, while the photovoltaic system uses maximum power point tracking (MPPT) control. At this point, the maximum power that the photovoltaic and energy storage systems can provide is...

[0124] ;

[0125] In the formula, This indicates the maximum discharge power of the energy storage system; This represents the maximum output power of the photovoltaic system.

[0126] Through - Inequality determination: The load power level that the photovoltaic-storage system can meet is given by the formula, where... , , These represent the power requirements of the auxiliary power supply system loads for three load levels on both arms. Indicates the power supply arm, of which, the formula Satisfaction indicates that energy is provided to all loads on both arms; Equation Satisfaction indicates that energy is supplied to the auxiliary power supply systems of the two arms (levels a and b) and the traction load of the α arm; Equation Satisfaction indicates that energy is supplied to the two-arm A-level auxiliary power supply system and the α-arm traction load; Equation "Satisfied" means that energy is supplied only to the two-arm Class A auxiliary power supply systems.

[0127] ;

[0128] ;

[0129] ;

[0130] ;

[0131] Energy storage reference power under different power supply levels, such as As shown:

[0132] ;

[0133] If the state of charge of the energy storage system meets the requirements or The energy storage system shuts down, and the photovoltaic system switches from MPPT control to power-limiting control to stabilize the DC-side voltage of the back-to-back converter. At this time, power is only supplied to the loads of the two-arm Class A auxiliary power supply systems. If at this time... Furthermore, the lower the energy storage limit, the more the energy storage is put back into operation to absorb excess photovoltaic energy; if at this time... Furthermore, if the energy storage exceeds its limit, the energy storage will be put back into operation to release energy and make up for the power deficit. Once the energy storage SoC falls below the limit, it will restart according to the specified procedure. The following actions will be taken.

[0134] Second strategy model: The train on the β-arm is in a dangerous position. Given the symmetry of the two-phase power supply structure, the system's emergency energy management is the same as in the first strategy model.

[0135] Third strategy model: Trains on both the α and β arms are in dangerous positions. The judgment process is the same as the first strategy model, formula... -Mode Rephrased as:

[0136] ;

[0137] ;

[0138] ;

[0139] The reference power for energy storage under different power supply levels is as follows:

[0140] ;

[0141] Fourth strategy model: Both arms of the train are in a safe position. The judgment process is the same as the first strategy model, formula... -Mode Rephrased as:

[0142] ;

[0143] ;

[0144] ;

[0145] Class B loads include train traction loads. The reference energy storage power for different power supply levels is as follows:

[0146] ;

[0147] In some implementations, S33, based on the target strategy model, taking the total power capacity and the total power demand of each load level as input, outputs the energy allocation strategy to be executed, including:

[0148] The strategy model pre-sets at least two power supply levels and corresponding load power supply combinations;

[0149] By comparing the total power capacity with the total power demand of each load level in turn with the minimum power threshold required for each power supply level, the first power supply level that can be met is determined, and the load power supply combination corresponding to the power supply level is used as the energy allocation strategy.

[0150] Among them, the power supply level refers to the different levels of power supply guarantee based on the matching relationship between the total power capacity of the system and the total power demand of the load. Each level corresponds to a specific load combination that is allowed to be supplied simultaneously, and the higher the level, the wider the range of loads guaranteed.

[0151] A load power supply combination refers to the specific set of loads authorized to receive electrical energy at each power supply level. This combination specifies which Class A, Class B, and Class C loads at that level can receive power simultaneously.

[0152] The minimum power threshold refers to the minimum net output power that the system must provide to meet the power supply needs of all authorized loads under a certain power supply level. This threshold is numerically equal to the sum of the real-time power demands of all loads in the corresponding load power supply combination at that level.

[0153] The first power supply level that can be satisfied refers to the first level in which the total power capacity of the system is greater than or equal to the minimum power threshold corresponding to that level when power supply levels are evaluated in a preset order.

[0154] Implementation Process: This process is the execution phase of the decision-making logic within the strategy model. The model predefines an ordered sequence of power supply levels, typically arranged from high to low protection targets. Each level is associated with a specific load power supply combination, and the corresponding minimum power threshold can be calculated based on the real-time power demand of that combination. After the system inputs the collected and calculated total power capacity and the total power demand of each load level into the model, the model initiates its internal judgment process. Following the preset level order, it sequentially extracts the minimum power threshold corresponding to each level and compares it with the input total power capacity. The comparison starts from the level with the smallest protection range and proceeds step-by-step to levels with larger protection ranges. When the model identifies that the total power capacity first reaches or exceeds the minimum power threshold of a certain level, the judgment process terminates. This level, where the threshold is met, is selected as the target power supply level to be executed, and the load power supply combination associated with this level is determined as the set of loads to be supplied with power. This decision result constitutes the core content of the energy allocation strategy. This process transforms the continuous power comparison problem into a discrete level matching problem, making load switching decisions under power constraints clear, definite, and easy to execute. It effectively avoids complex real-time optimization calculations and ensures the speed and reliability of emergency response decisions.

[0155] S4. Based on the total power capacity, the total power demand of each load level, and the energy allocation strategy, obtain the power control command for the energy storage system and supply power.

[0156] The power control command of the energy storage system refers to the control signal sent to the bidirectional power converter of the energy storage system, specifying the target output power or charging and discharging current of the energy storage system in the next control cycle.

[0157] The power supply system coordinates and controls the photovoltaic system, energy storage system, and power exchange equipment according to the distribution strategy and control instructions to deliver electrical energy to the load combination that is allowed to be supplied with electricity.

[0158] Implementation Process: The system substitutes the total power capacity and the total power demand at each level into the decision logic of the selected energy allocation strategy for calculation. This logic is represented by power inequalities arranged according to the power supply guarantee range. The system sequentially evaluates these inequalities, finding the first inequality that the total power capacity can satisfy. The load combination corresponding to this inequality is determined as the target that should be supplied with power. Based on the total power demand of the target load and the real-time output of the photovoltaic system, the power difference that the energy storage system needs to supplement or absorb is calculated. This difference value is converted into a power control command for the energy storage system. Simultaneously, the system sends an operating mode command to the photovoltaic control system. All power conversion devices coordinate their actions according to the command to complete the power supply process from the DC bus to the traction network and then to the target train load. This step achieves a closed loop from decision-making to execution, ensuring that emergency power is prioritized for loads critical to safety and survival.

[0159] In some embodiments, obtaining power control commands for the energy storage system and supplying power based on the total power capacity, the total power demand of each load level, and the energy allocation strategy includes:

[0160] The total power capacity is compared sequentially with the load power demand thresholds corresponding to each power supply level defined in the energy allocation strategy, and the highest achievable power supply level is determined based on the comparison results.

[0161] Based on the determined highest power supply level and the corresponding calculation formula in the energy distribution strategy, the reference power value of the energy storage system is calculated and used as the core parameter of the energy storage system power control command.

[0162] Based on the power control command of the energy storage system, the output of the energy storage system and the photovoltaic system are coordinated and controlled: the energy storage system is controlled to charge and discharge according to the reference power value, and the photovoltaic system is controlled to switch between maximum power point tracking mode and power limiting mode, so as to jointly maintain the power balance of the system and realize the power supply to the target load combination.

[0163] The load power demand threshold refers to the minimum total system power required to ensure normal power supply to the permitted load combinations at each power supply level. This threshold is typically equal to the sum of the real-time power demands of all loads that should be supplied at that level.

[0164] The highest power supply level refers to the level with the largest power supply guarantee range, which, in a sequential comparison, has the total power capacity to meet the corresponding load power demand threshold. This level determines the highest level of power supply guarantee target achievable with the current available power.

[0165] The reference power value refers to the calculated target power that the energy storage system needs to output or absorb instantaneously to maintain system power balance. A positive value indicates that the energy storage system is discharging to make up for the power deficit, while a negative value indicates that the energy storage system is charging to absorb the power surplus.

[0166] Maximum power point tracking (MPPT) is a control mode of a photovoltaic (PV) system in which the control system adjusts the operating point of the PV array to ensure that it always outputs the maximum possible power under the current environmental conditions.

[0167] Power limiting mode refers to another control mode of photovoltaic system. In this mode, the control system actively limits the output power of the photovoltaic array to be lower than the current maximum possible power in order to meet the system's voltage stabilization or power regulation requirements.

[0168] System power balance refers to the state in which the total power output of all power sources (photovoltaics, energy storage) in a power supply system is momentarily equal to the total power absorbed by all loads (the combination of loads allowed to be supplied with power), thereby maintaining a stable system voltage and frequency.

[0169] Implementation Process: The system first reads the energy allocation strategies, ranking the power supply range from smallest to largest, along with their corresponding load power demand thresholds. The real-time calculated total power capacity is sequentially compared with these thresholds. When the total power capacity is greater than or equal to the threshold of a certain level, that level is determined to be achievable, and the comparison continues with higher-level thresholds until a level where the total power capacity cannot be met is found. The last level to be met is determined as the highest achievable power supply level. Based on this highest power supply level, a pre-set calculation formula is retrieved from the strategy. This formula takes the real-time output of the photovoltaic system, the efficiency parameters of the energy storage system, and the total power demand of all loads at that level as inputs, and outputs a reference power value that the energy storage system needs to handle through mathematical calculations. This value constitutes the core control command for the energy storage system's power converter. The system then issues the command to the energy storage control system, instructing it to charge and discharge at the specified power value. Simultaneously, based on the real-time relationship between photovoltaic output and total load demand, as well as the state of charge of the energy storage system, the system dynamically makes decisions and sends instructions to the photovoltaic control system, enabling it to switch between a tracking mode that maximizes the utilization of solar energy and a power-limiting mode that actively suppresses output. Through precise power compensation from the energy storage system and mode coordination with the photovoltaic system, the system ensures that at any given time, the total power output on the DC bus side can precisely match the total demand of the authorized loads, thereby reliably maintaining continuous power supply to the most critical load set under power-constrained conditions.

[0170] Example 2

[0171] Please see Figure 2This invention provides an emergency traction power supply system for electrified railways, including a common DC bus, back-to-back converters, a photovoltaic system, an energy storage system, and a system controller.

[0172] The DC side of the back-to-back converter is connected to the common DC bus, the first AC side of the back-to-back converter is connected to the α power supply arm of the traction substation, and the second AC side of the back-to-back converter is connected to the β power supply arm of the traction substation.

[0173] The photovoltaic system is connected to the common DC bus through a first DC-DC converter, which is a Boost converter. The Boost converter is used to boost the output voltage of the photovoltaic array to the voltage level of the common DC bus.

[0174] The energy storage system is connected to the common DC bus through a second DC-DC converter. The second DC-DC converter is a bidirectional DC-DC converter, which is used to realize the charging and discharging power control of the energy storage system.

[0175] The system controller communicates with back-to-back converters, photovoltaic systems, and energy storage systems.

[0176] The system controller includes:

[0177] The load dynamic classification module is used to dynamically classify the various loads of the train according to the location information of the train when the train is in a dangerous operating condition, and obtain a load importance list containing the level to which each load belongs. The train is a train in the source-grid-vehicle-storage power supply system.

[0178] The power calculation module is used to calculate the total power capacity currently available for emergency allocation and the total power demand of each load level based on the real-time collected data of the maximum output power of the photovoltaic system in the source-grid-vehicle-storage power supply system, the real-time state of charge and power limit of the energy storage system, the load importance list, and the power demand of each load.

[0179] The energy allocation module is used to determine the energy allocation strategy based on the train traction load level of the two power supply arms in the source-grid-vehicle-storage power supply system. The energy allocation strategy defines the power supply order of loads with different priorities.

[0180] The power supply module is used to obtain power control commands for the energy storage system and supply power based on the total power capacity, the total power demand of each load level, and the energy distribution strategy.

[0181] Specifically, the system includes key equipment such as back-to-back converters, a photovoltaic system, an energy storage system, and EMU loads. The back-to-back converters are connected in parallel to the two power supply arms, creating an active power channel between the two independent power supply arms and the DC bus. The photovoltaic power generation system and the energy storage system are connected in parallel to the DC bus of the back-to-back converters via DC-DC converters. The advantage of this structure is that it does not require changes to the existing traction power supply system, facilitating modular assembly. The back-to-back converters serve as the energy hub for power integration between the left and right arms of the traction network, and can work with the energy storage system to optimize the active power flow within the substation, maximizing the utilization of local photovoltaic energy and regenerative braking energy. Photovoltaics are the primary power source in emergency situations, while energy storage is an important backup power source to address the randomness of photovoltaic and other new energy source output.

[0182] like Figure 3 The diagram shown is a control block diagram of a Boost converter, where: u PV i is the output voltage of the photovoltaic array. PV U is the output current of the photovoltaic array. dc This refers to the DC bus voltage; MPPT mode is the maximum power point tracking mode; P PV,O,RT The target output power of the photovoltaic system.

[0183] The Boost converter is connected to the DC bus of the back-to-back converter and uses the incremental conductance method to maximize the utilization of photovoltaic energy. In addition, during actual operation, the photovoltaic power generation system also needs to adopt a power limiting control method to adapt to the DC bus voltage stabilization requirements under special circumstances or the curtailment requirements when there is excess solar energy.

[0184] The principle of the incremental conductivity method is as follows:

[0185] Instantaneous output power of photovoltaic cells Its output current I and output voltage U are related as follows:

[0186] ;

[0187] Differentiating both sides with respect to U, then

[0188] ;

[0189] when At the maximum power point, the photovoltaic cell output power is at its maximum. It can be deduced that the following relationship must be satisfied for the operating point to be at its maximum power point:

[0190] ;

[0191] In practice Approximate substitution The criteria for maximum power point tracking using the incremental conductance method are as follows:

[0192] ;

[0193] The power limiting control method uses a PI controller to calculate the deviation between the target power and the actual output power in real time, causing the photovoltaic module to actively deviate from the optimal operating point. By increasing the DC bus voltage, the photovoltaic module slides to the right along the PV curve, thereby suppressing the photovoltaic energy output.

[0194] like Figure 4 The diagram shows the control block diagram of a bidirectional DC-DC converter. The bidirectional DC-DC converter uses an outer voltage loop to stabilize the DC-side voltage of the back-to-back converter, while a current loop controls the output power of the energy storage. The outer voltage loop uses the DC-side bus voltage of the back-to-back converter as its control. As a controlled object, when fluctuations in photovoltaic output or changes in load cause the bus voltage to deviate from the set value, the outer voltage loop samples the real-time voltage and compares it with the reference voltage. A comparison is performed, and a current reference command value is output using a PI regulator. The current loop first uses a power feedforward stage to input the energy storage reference power. With real-time voltage The base current command is obtained by division, and then superimposed with the compensation signal output from the voltage outer loop to form the comprehensive reference benchmark for the current loop. This benchmark value, along with the normalized real-time current feedback, is used to obtain the base current command. The comparison generates an error signal which is then fed into the inner-loop PI regulator for dynamic correction. The resulting modulation signal is then used by a PWM generator to produce drive pulses, and NOT gate logic is employed to achieve complementary control of the Boost and Buck circuit switches. This architecture allows the converter to sensitively adjust the amplitude and direction of the inductor current based on bus voltage fluctuations and power command requirements, thereby achieving precise control of the energy storage system's charging and discharging power while ensuring DC bus voltage stability.

[0195] like Figure 5 This is a block diagram of a back-to-back converter control system, where... The reference value for the AC side voltage of the α power supply arm can be a standard sine wave signal with constant amplitude, frequency, and phase, used to maintain the stability of the traction network voltage of that arm; The measured value of the AC side voltage of the α power supply arm. This is a reference command for the AC side current of the α power supply arm, calculated by the voltage outer loop. This command determines the magnitude of the active and reactive current that the converter needs to inject into or absorb from the α arm. This is a reference value for the AC side voltage of the β power supply arm. The measured value of the AC side voltage of the β power supply arm. This is a reference command for the AC side current of the β-power supply arm. The back-to-back converter uses a design based on... The quasi-proportional resonance (Quasi-PR) dual-closed-loop control strategy in a stationary coordinate system utilizes symmetrical... shaft and The axis enables decoupled control of the AC signal. The outer voltage loop sends the deviation between the reference voltage command and the real-time sampled voltage to the first quasi-proportional resonant controller. To generate a current reference, the inner current loop then utilizes a second... The controller adjusts the current deviation and introduces an AC voltage feedforward compensation term to offset the interference caused by grid fluctuations, and finally generates drive pulses through SPWM modulation technology.

[0196] The standard transfer function of the quasi-proportional resonant controller in this control block diagram is:

[0197]

[0198] In the formula, This is the proportionality coefficient; This is the resonant gain; The fundamental angular frequency; This is the cutoff angular frequency.

[0199] It should be noted that each module and unit in the system controller in this embodiment corresponds one-to-one with each step in the electrified railway emergency traction power supply method in the aforementioned embodiment. Therefore, the specific implementation of this embodiment can refer to the implementation of the aforementioned electrified railway emergency traction power supply method, and will not be repeated here.

[0200] Example 3

[0201] Please see Figure 6 This embodiment provides an electronic device, including at least one processor 601 and a memory 602. Optionally, the device further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0202] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0203] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0204] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0205] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0206] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0207] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0208] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0209] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0210] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0211] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0212] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0213] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0214] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, 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 of the various embodiments of this 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.

[0215] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0216] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for emergency traction power supply in electrified railways, characterized in that, include: When the train is in a dangerous operating condition, the various loads of the train are dynamically classified according to the location information of the train, and a load importance list containing the level to which each load belongs is obtained. The train is a train in the source-grid-vehicle-storage power supply system. Based on the real-time data collected from the photovoltaic system's maximum output power, the energy storage system's real-time state of charge and power limit, the load importance list, and the power demand of each load, the total power capacity currently available for emergency allocation and the total power demand of each load level are calculated. Based on the train traction load levels of the two power supply arms in the source-grid-vehicle-storage power supply system, an energy allocation strategy is determined, which defines the power supply order for loads of different priorities. Based on the total power capacity, the total power demand of each load level, and the energy allocation strategy, the energy storage system obtains power control commands and supplies power.

2. The method according to claim 1, characterized in that, The dynamic hierarchical classification includes: Whether the train is in a dangerous position can be determined based on whether its location is in a long tunnel or a long slope. For trains in dangerous positions, the traction load of the train is determined to be of the highest priority; For trains that are not in a dangerous position, the traction load of the train is determined to be the second highest priority; For non-traction loads, the importance index of the non-traction load is calculated according to the preset load importance evaluation model; The load importance list is obtained by classifying each non-traction load according to its importance index and preset threshold.

3. The method according to claim 2, characterized in that, The load importance evaluation model is as follows: The load importance index is calculated by weighted comprehensive train safety operation support index and emergency survival environment guarantee index. The train safety operation support index is calculated based on the direct impact of load failure on the braking system, equipment thermal runaway risk parameters, and the critical weight of communication functions. The emergency survival environment guarantee index is calculated based on the carriage passenger density coefficient, environmental tolerance time parameter, and track environment hazard coefficient.

4. The method according to claim 1, characterized in that, The determination of the energy allocation strategy based on the train traction load levels of the two power supply arms in the source-grid-vehicle-storage power supply system includes: Based on the level of the train traction load on the two power supply arms, scene feature parameters are extracted. These scene feature parameters are used to identify whether any traction load is determined to be the highest priority load that needs to be urgently pulled out of the danger zone. The scenario feature parameters are matched with multiple predefined emergency energy allocation strategy models to select the corresponding target strategy model. Each emergency energy allocation strategy model is associated with a specific set of scenario features and has built-in decision logic based on a set of inequalities for different power supply levels. Based on the target strategy model, the total power capacity and the total power demand of each load level are taken as inputs, and the energy allocation strategy to be executed is output. The energy allocation strategy includes at least the target power supply level, the load combination to be supplied, and the reference calculation method for the power of the energy storage system.

5. The method according to claim 4, characterized in that, The emergency energy allocation strategy model includes: The first strategy model is used for scenarios where only the train traction load on the α power supply arm is the highest priority load; The second strategy model is used for scenarios where only the train traction load on the β power supply arm is the highest priority load; The third strategy model is used for scenarios where the train traction loads on both the α power supply arm and the β power supply arm are the highest priority loads. The fourth strategy model is used for scenarios where the train traction loads on both the α power supply arm and the β power supply arm are not the highest priority loads.

6. The method according to claim 4, characterized in that, The step of taking the total power capacity and the total power demand of each load level as inputs, based on the target strategy model, and outputting the energy allocation strategy to be executed, includes: The strategy model pre-sets at least two power supply levels and corresponding load power supply combinations; By comparing the total power capacity with the total power demand of each load level in turn with the minimum power threshold required for each power supply level, the first power supply level that can be met is determined, and the load power supply combination corresponding to the power supply level is used as the energy allocation strategy.

7. The method according to claim 1, characterized in that, The process of obtaining power control commands for the energy storage system and supplying power based on the total power capacity, the total power demand of each load level, and the energy allocation strategy includes: The total power capacity is compared sequentially with the load power demand thresholds corresponding to each power supply level defined in the energy allocation strategy, and the highest achievable power supply level is determined based on the comparison results. Based on the determined highest power supply level and the corresponding calculation formula in the energy distribution strategy, the reference power value of the energy storage system is calculated and used as the core parameter of the energy storage system power control command. Based on the power control command of the energy storage system, the output of the energy storage system and the photovoltaic system are coordinated and controlled: the energy storage system is controlled to charge and discharge according to the reference power value, and the photovoltaic system is controlled to switch between maximum power point tracking mode and power limiting mode, so as to jointly maintain the power balance of the system and realize the power supply to the target load combination.

8. An emergency traction power supply system for electrified railways, characterized in that, This includes a common DC bus, back-to-back converters, photovoltaic systems, energy storage systems, and system controllers; The DC side of the back-to-back converter is connected to the common DC bus, the first AC side of the back-to-back converter is connected to the α power supply arm of the traction substation, and the second AC side of the back-to-back converter is connected to the β power supply arm of the traction substation. The photovoltaic system is connected to the common DC bus through a first DC-DC converter, which is a Boost converter. The Boost converter is used to boost the output voltage of the photovoltaic array to the voltage level of the common DC bus. The energy storage system is connected to the common DC bus through a second DC-DC converter. The second DC-DC converter is a bidirectional DC-DC converter, which is used to realize the charging and discharging power control of the energy storage system. The system controller communicates with back-to-back converters, photovoltaic systems, and energy storage systems. The system controller includes: The load dynamic classification module is used to dynamically classify the various loads of the train according to the location information of the train when the train is in a dangerous operating condition, and obtain a load importance list containing the level to which each load belongs. The train is a train in the source-grid-vehicle-storage power supply system. The power calculation module is used to calculate the total power capacity currently available for emergency allocation and the total power demand of each load level based on the real-time collected data of the maximum output power of the photovoltaic system in the source-grid-vehicle-storage power supply system, the real-time state of charge and power limit of the energy storage system, the load importance list, and the power demand of each load. The energy allocation module is used to determine the energy allocation strategy based on the train traction load level of the two power supply arms in the source-grid-vehicle-storage power supply system. The energy allocation strategy defines the power supply order of loads with different priorities. The power supply module is used to obtain power control commands for the energy storage system and supply power based on the total power capacity, the total power demand of each load level, and the energy distribution strategy.

9. An electronic device, characterized in that, include: At least one processor, at least one memory, and computer program instructions stored in the memory, which, when executed by the processor, implement the method as described in any one of claims 1-7.

10. A computer-readable storage medium having computer program instructions stored thereon, characterized in that, The method as described in any one of claims 1-7 is implemented when the computer program instructions are executed by the processor.

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