A method and device for determining an optimal support scheme for urban rail

Abstract

This invention relates to the field of urban rail transit power supply network control technology, and discloses a method and device for determining the optimal support scheme for urban rail transit. The method includes: acquiring multiple initial support schemes based on current fault data of the urban rail transit power supply network; performing power flow calculations on the multiple initial support schemes to determine multiple feasible schemes; hierarchically dividing the multiple feasible schemes to determine the ranking levels corresponding to each feasible scheme; internally ranking the feasible schemes at the same ranking level to determine the internal order of multiple feasible schemes in each ranking level; determining the overall order of multiple feasible schemes based on the ranking level and internal order; and obtaining an optimal scheme sequence for determining the optimal support scheme based on the overall order and a preset number, wherein the optimal scheme sequence includes multiple candidate support schemes. It automatically analyzes power supply network faults and provides the optimal scheme sequence, reducing manual analysis and achieving rapid and accurate fault recovery.

Description

Technical Field

[0001] This invention relates to the field of urban rail power supply network control technology, and in particular to a method and equipment for determining the optimal support scheme for urban rail transit. Background Technology

[0002] The reliability of the urban rail transit power supply network is directly related to the operational safety and efficiency of trains. This power supply network is usually composed of multiple main substations (main substations) forming a ring network. When a main substation is disconnected (takes off operation) due to faults, maintenance, or other reasons, it will cause power loss in its power supply area, and it must be supported by the adjacent normal main substations for cross-regional power supply.

[0003] Currently, traditional support methods rely heavily on the manual experience of dispatchers. Dispatchers need to manually analyze the power grid topology, estimate load capacity, and consider protection settings based on memory and limited procedures in order to make a support decision. However, this support method, which relies on manual analysis, is time-consuming, cannot quickly restore faults, and is prone to inaccurate support due to insufficient consideration by dispatchers.

[0004] Therefore, traditional support solutions are heavily influenced by human intervention, making it impossible to quickly and accurately recover from failures. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide a method and equipment for determining the optimal support scheme for urban rail transit. It automatically analyzes the power supply network fault and provides the optimal scheme sequence, thereby reducing the manual analysis process of the power supply network and achieving rapid and accurate fault recovery.

[0006] This invention is implemented according to the following scheme: A method for determining the optimal support scheme for urban rail transit is provided, including: Multiple initial support schemes are obtained based on the current fault data of the urban rail power supply network; Power flow calculations are performed on multiple initial support schemes to determine multiple feasible schemes. Divide multiple feasible solutions into hierarchical levels and determine the ranking levels corresponding to each feasible solution; Perform internal sorting on feasible solutions at the same sorting level to determine the internal order of multiple feasible solutions at each sorting level. Based on the sorting hierarchy and the internal order, determine the overall order of multiple feasible solutions; Based on the overall order and the preset number, an optimal solution sequence is obtained for determining the optimal support solution. The optimal solution sequence includes multiple candidate support solutions, and the number of candidate support solutions is the same as the preset number.

[0007] Compared with existing technologies, the beneficial effects of the method for determining the optimal support scheme for urban rail transit in this invention are as follows: It obtains an initial support scheme based on current fault data, replacing the tedious process of manually analyzing the power grid topology and estimating the load, reducing manual analysis and improving fault response speed; simultaneously, it preliminarily screens feasible schemes through power flow calculations and eliminates infeasible schemes; furthermore, by classifying feasible schemes into hierarchical levels and sorting them within the same level, it avoids the problem of inaccurate support due to insufficient consideration by dispatchers.

[0008] Optionally, power flow calculations are performed on multiple initial support schemes to determine multiple feasible schemes, including: Perform power flow calculations on multiple initial support schemes and determine the calculation results corresponding to each initial support scheme. Based on the calculation results and preset constraints corresponding to the multiple initial support schemes, multiple feasible schemes are determined from the multiple initial support schemes.

[0009] Optionally, the calculation results include switchgear current, main transformer load rate, traction transformer load rate, bus voltage deviation rate, and train voltage; the preset constraints include overcurrent setting, equipment load rate, voltage deviation rate, and voltage range. Based on the calculation results and preset constraints corresponding to multiple initial support schemes, several feasible schemes are determined from the multiple initial support schemes, including: The initial support scheme for the switchgear current being less than or equal to the overcurrent setting, the main transformer load rate being less than or equal to the equipment load rate, the traction transformer load rate being less than or equal to the equipment load rate, the bus voltage deviation rate being less than or equal to the voltage deviation rate, and the train voltage being within the voltage range are determined to be feasible.

[0010] Optionally, the sorting hierarchy includes a sequentially sorted priority level for the plan, a priority level for topology relationships, a priority level for resources at this level, and a priority level for load control strategies. The feasible solutions are hierarchically divided to determine the ranking hierarchy corresponding to each feasible solution, including: Determine whether the sorting level corresponding to the feasible solution is the priority level of the preliminary plan; if not, determine whether the sorting level corresponding to the feasible solution is the priority level of the topological relationship. If the sorting level corresponding to the feasible solution is not the topological priority level, then determine whether the sorting level corresponding to the feasible solution is the resource priority level of this level. If the sorting level corresponding to the feasible solution is not the resource priority level of this level, then the sorting level corresponding to the feasible solution is the load control strategy level.

[0011] Optionally, the contingency plan priority level includes multiple pre-stored scenarios with priority numbers; the current fault data includes the current fault scenario; Determining whether the sorting level corresponding to the feasible solution is the priority level of the proposed solution includes: The matching degree of the current fault scenario is calculated with multiple pre-stored scenarios to obtain the scenario matching degree of the current fault scenario with each of the multiple pre-stored scenarios. Pre-stored scenes with a scene matching degree greater than a preset matching degree are identified as target scenes; If the supported scenario of the feasible solution is the same as the target scenario, then the sorting level of the feasible solution is determined as the priority level of the contingency plan; Internally sorting feasible solutions at the priority level of the contingency plan to determine the internal order of multiple feasible solutions at the priority level includes: Based on the priority number of the target scenario, determine the internal order of multiple feasible solutions in the priority level of the contingency plan.

[0012] Optionally, the current fault data includes the faulty main location; Determining whether the sorting level corresponding to the feasible solution is the priority level of the topological relationship includes: Obtain the power grid model of the urban rail power supply network; Based on the power grid model, determine the adjacent substations of the faulty substation; If the supporting power source of the feasible solution is the adjacent main station, then the sorting level of the feasible solution is determined as the topological relationship priority level; Internally sorting feasible solutions at the topological priority level to determine the internal order of multiple feasible solutions at the topological priority level includes: The performance indexes of multiple feasible solutions at the topological priority level are calculated to determine the performance index results corresponding to each of the multiple feasible solutions. Based on the performance index results corresponding to the multiple feasible solutions in the topology priority hierarchy, the internal order of the multiple feasible solutions in the topology priority hierarchy is determined.

[0013] Optionally, the current fault data includes the faulty main location; Determining whether the sorting level corresponding to the feasible solution is the priority level of the current resource includes: If the supporting power source of the feasible solution is the redundant power source of the faulty main station, then the sorting level of the feasible solution is determined as the priority level of the current resource level. Internally sorting feasible solutions at the current resource priority level to determine the internal order of multiple feasible solutions within the current resource priority level includes: Based on preset operating indicators, path calculations are performed on multiple feasible solutions at the current resource priority level to determine the path set of multiple feasible solutions under different preset operating indicators. Based on the path set of multiple feasible solutions in the current resource priority level under different preset operating indicators, determine the internal order of multiple feasible solutions in the current resource priority level.

[0014] Optionally, a feasible scheme with a sorting level at the load control strategy level is used to support the disconnection of the three types of loads in the urban rail power supply network. Internally sorting feasible solutions at the load control strategy level to determine the internal order of multiple feasible solutions at the load control strategy level includes: Based on preset operational indicators, path calculations are performed on multiple feasible solutions at the load control strategy level to determine the path set of multiple feasible solutions under different preset operational indicators. Based on the path set of multiple feasible solutions in the load control strategy hierarchy under different preset operating indicators, the internal order of multiple feasible solutions in the load control strategy hierarchy is determined.

[0015] Optionally, based on the sorting hierarchy and the internal order, the overall order of multiple feasible solutions is determined, including: Based on the current fault data, determine whether there is a preset special scenario in the urban rail power supply network. The preset special scenario is that the main transformers of the two main substations each supply 1 / 4 of the power to a line. If the urban rail power supply network has the preset special scenario, the internal sequence will be dynamically adjusted. Based on the sorting hierarchy and the adjusted internal order, the overall order of multiple feasible solutions is determined.

[0016] A computer device is also provided, including a processor and a memory, wherein the memory stores at least one instruction, at least one program, code set or instruction set, and the at least one instruction, at least one program, code set or instruction set is loaded and executed by the processor to implement the method for determining the optimal urban rail transit support scheme. Attached Figure Description

[0017] Figure 1 This is a flowchart of the method for determining the present invention. Detailed Implementation

[0018] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0019] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0020] In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims. In the description of this application, it should be understood that the terms "first," "second," "third," etc., are used only to distinguish similar objects and are not necessarily used to describe a specific order or sequence, nor should they be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0021] See Figure 1 As shown, a method for determining the optimal support scheme for urban rail transit according to the present invention includes: S1: Obtain multiple initial support schemes based on the current fault data of the urban rail power supply network; S2: Perform power flow calculations on multiple initial support schemes, and determine multiple feasible schemes from among the multiple initial support schemes. This includes: performing power flow calculations on multiple initial support schemes and determining the calculation results corresponding to each of the multiple initial support schemes; and determining multiple feasible schemes from among the multiple initial support schemes based on the calculation results corresponding to each of the multiple initial support schemes and preset constraints.

[0022] In one embodiment of the present invention, the calculation results include switchgear current, main transformer load rate, traction transformer load rate, bus voltage deviation rate, and train voltage; the preset constraints include overcurrent setting, equipment load rate, voltage deviation rate, and voltage range, wherein the overcurrent setting is the rated maximum allowable current value on the switchgear protection setting sheet, the equipment load rate is 90%, the voltage deviation rate is ±10%, and the voltage range is 22.5kV to 29kV.

[0023] In one embodiment of the present invention, based on the calculation results and preset constraints corresponding to the multiple initial support schemes, multiple feasible schemes are determined from the multiple initial support schemes, including: determining the initial support schemes in which the switch cabinet current is less than or equal to the overcurrent setting, the main transformer load rate is less than or equal to the equipment load rate, the traction transformer load rate is less than or equal to the equipment load rate, the bus voltage deviation rate is less than or equal to the voltage deviation rate, and the train voltage is within the voltage range as feasible schemes.

[0024] S3: Divide multiple feasible solutions into hierarchical levels and determine the ranking levels corresponding to each feasible solution. The ranking levels include the priority level of the contingency plan, the priority level of the topology relationship, the priority level of the local resource, and the load control strategy level. In one embodiment of the present invention, multiple feasible solutions are hierarchically divided, and the ranking levels corresponding to the multiple feasible solutions are determined, including: determining whether the ranking level corresponding to the feasible solution is a priority level; if not, determining whether the ranking level corresponding to the feasible solution is a topology priority level; if the ranking level corresponding to the feasible solution is not a topology priority level, determining whether the ranking level corresponding to the feasible solution is a resource priority level of the current level; if the ranking level corresponding to the feasible solution is not a resource priority level of the current level, the ranking level corresponding to the feasible solution is a load control strategy level.

[0025] In one embodiment of the present invention, the priority level of the contingency plan includes multiple pre-stored scenarios with priority numbers; the current fault data includes the current fault scenario; determining whether the sorting level corresponding to the feasible solution is the priority level of the contingency plan includes: calculating the matching degree between the current fault scenario and multiple pre-stored scenarios to obtain the scenario matching degree between the current fault scenario and multiple pre-stored scenarios respectively; determining the pre-stored scenario with a scenario matching degree greater than a preset matching degree as the target scenario; if the supporting scenario of the feasible solution is the same as the target scenario, then the sorting level of the feasible solution is determined as the priority level of the contingency plan.

[0026] In one embodiment of the present invention, the current fault scenario includes, but is not limited to, power supply combination exit and initial grid operating state, and the matching conditions for matching degree calculation include, but are not limited to, fault power supply identification, grid topology consistency, and load level compatibility.

[0027] In this invention, the feasible solutions at the priority level of the contingency plan are the "gold standard" solutions that have been fully demonstrated, optimized, and approved in advance by senior business experts or through simulation calculations. These solutions typically take into account multiple objectives such as overall network security, the simplest operation steps, the fastest power restoration, and the least impact on operations, placing them at the highest priority. The core principle is to inherit and rely on the solidified expert experience and the optimal system solution, ensuring that the most reliable and authoritative measures are implemented immediately in emergency situations, avoiding suboptimal choices or delays that may occur due to real-time calculations or manual judgments. Through the priority level of the contingency plan, it is ensured that standardized and highly reliable measures that have been fully demonstrated and approved in advance can be implemented first in emergency situations.

[0028] In one embodiment of the present invention, the current fault data includes the faulty main substation; determining whether the sorting level corresponding to the feasible solution is the topology priority level includes: obtaining the power grid model of the urban rail power supply network; determining the adjacent main substations of the faulty main substation according to the power grid model; if the supporting power source of the feasible solution is the adjacent main substation, then the sorting level of the feasible solution is determined to be the topology priority level.

[0029] In one embodiment of the present invention, the power grid model is the topology of the urban rail power supply network. The power grid model can identify the other substations that have physical connection channels with the faulty substation and are operating normally. Based on the electrical distance between the faulty substation and the other substations, the substation with the shortest electrical distance and available redundant capacity to support the faulty substation is determined as the adjacent substation of the faulty substation.

[0030] In this invention, the feasible solution prioritizing topological relationships is based on the natural physical properties of the power grid and the original design intent of the ring network. Specifically, shorter power supply distances and lower line impedances are beneficial for maintaining stable voltage quality (reducing voltage deviation), lowering line losses, and minimizing electrical impact. In existing protection setting systems, the protection coordination relationships between adjacent sections are usually fully considered, and the risk of protection maloperation or coordination failure during cross-regional power supply is relatively low, making protection coordination easiest at this time. It conforms to the intuitive operational logic of "supporting the nearest location," making it easy for dispatchers to understand and execute the operational logic. Based on the above reasons, the feasible solution prioritizing topological relationships is supported by the adjacent main substation with the closest electrical distance, reflecting the principle of using the inherent structure and design redundancy of the power grid to achieve safe and efficient support.

[0031] This invention prioritizes topological relationships based on the physical principle of "nearest support," allowing feasible solutions at this level to utilize the inherent redundancy structure of the power supply network. This minimizes power supply distance, reduces line losses and voltage drift risks, and ensures support efficiency and power quality.

[0032] In one embodiment of the present invention, the current fault data includes the faulty main station; determining whether the sorting level corresponding to the feasible solution is the resource priority level of this level includes: if the supporting power supply of the feasible solution is the redundant power supply of the faulty main station, then the sorting level of the feasible solution is determined as the resource priority level of this level.

[0033] In one embodiment of the present invention, when neither of the adjacent main substations has sufficient redundant capacity to support the faulty main substation, the redundant power supply of the faulty main substation is used for support. Specifically, the support power is provided by another normal bus (power supply) within the faulty main substation to support the faulty main substation.

[0034] In this invention, the priority of topology relationship over local resource priority is based on maximizing the global safety margin and system robustness of the urban rail power supply network. Specifically, two busbars (power sources) within the same substation typically share some infrastructure, such as upstream incoming lines. Their support capacity may be limited, and the impact of a fault may be more concentrated within the same site. Using local resources as support power sources would lead to a concentration of capacity and risk; it would also fail to utilize the advantages of network redundancy, reducing the overall robustness of the power supply system. Prioritizing local resources would result in the loss of inter-site redundancy, and there would be no redundant resources to respond promptly in the event of a subsequent fault. Therefore, although feasible solutions prioritizing local resources can quickly restore some power supply, the overall safety margin of the urban rail power supply network is reduced. Hence, the priority of local resource priority is lower than that of topology relationship priority.

[0035] In one embodiment of the present invention, feasible solutions ranked at the load control strategy level are used to support the urban rail power supply network after the three types of loads are cut off. When a feasible solution is not classified into the three levels of contingency priority, topology priority, and local resource priority, it indicates that the feasible solution does not use redundant resources in the urban rail power supply network to support the faulty substation. These feasible solutions reduce the total demand by actively cutting off secondary loads that do not guarantee operational safety, such as some non-critical lighting and air conditioning, creating the possibility of power restoration for critical loads such as train traction, signaling, and communication. Therefore, the load control strategy level has the lowest priority but is indispensable. By using feasible solutions at the load control strategy level, the lifeline operation and passenger safety can still be prioritized in extreme situations, which is the ultimate means to ensure the minimum safe operation requirements of urban rail.

[0036] S4: Perform internal sorting on feasible solutions at the same sorting level to determine the internal order of multiple feasible solutions within each sorting level; by sorting multiple feasible solutions at the same sorting level, priority distinction is completed within the unified sorting level according to preset standardized indicators, avoiding decision-making confusion due to lack of sorting basis for solutions at the same level, and ensuring that the optimal solution within each sorting level can be accurately identified; at the same time, combined with the sorting level division method, a coarse-to-fine sorting method is adopted for multiple feasible solutions. First, the priority gradient of different support methods is quickly defined through level division, and then the solutions at the same level are finely screened through internal sorting. This can not only ensure the systematicity and rigor of the sorting logic, but also greatly improve the efficiency of feasible solution sorting and avoid invalid full solution comparison.

[0037] In one embodiment of the present invention, the feasible solutions at the priority level of the contingency plan are internally sorted to determine the internal order of multiple feasible solutions in the priority level of the contingency plan, including: determining the internal order of multiple feasible solutions in the priority level of the contingency plan according to the priority number of the target scenario; wherein, the priority number is determined after sufficient prior demonstration and approval standardization to ensure that the verified support solution can be executed first in an emergency.

[0038] In one embodiment of the present invention, internal sorting of feasible solutions at the topology priority level to determine the internal order of multiple feasible solutions at the topology priority level includes: calculating performance indicators for each of the multiple feasible solutions at the topology priority level to determine the performance indicator results corresponding to each of the multiple feasible solutions; and determining the internal order of multiple feasible solutions at the topology priority level based on the performance indicator results corresponding to each of the multiple feasible solutions at the topology priority level.

[0039] In one embodiment of the present invention, the performance index calculation includes calculating the electrical distance / impedance path between the adjacent main substation and the faulty main substation that serves as the supporting power source in the feasible scheme, the network loss of the power supply network, the remaining capacity of the supporting power source, and the number of switching operations. The internal ranking is based on the path with the shortest electrical distance / impedance that has the most stable voltage, the path with the minimum total network loss of the power supply network after power flow calculation, the path with the maximum remaining capacity of the supporting power source, and the path with the minimum number of switching operations. The path with the maximum remaining capacity of the supporting power source can preferentially select the power source with more spare capacity, and can leave a larger margin when dealing with subsequent faults. The path with the minimum number of switching operations can improve the operation speed and reliability.

[0040] In one embodiment of the present invention, internal sorting of feasible solutions at the current resource priority level and determining the internal order of multiple feasible solutions at the current resource priority level includes: performing path calculations on multiple feasible solutions at the current resource priority level based on preset operating indicators to determine the path set of multiple feasible solutions under different preset operating indicators; and determining the internal order of multiple feasible solutions at the current resource priority level based on the path set of multiple feasible solutions at the current resource priority level under different preset operating indicators.

[0041] In one embodiment of the present invention, the preset operating indicators are determined based on the dimensions that have the least impact on the station, including: the station load balance degree for measuring the load balance of the two bus sections, the load rate of key equipment for the shared incoming line, and the operational complexity for measuring operating speed and reliability; in order to ensure the most balanced load of the two bus sections, under the preset operating indicator of station load balance degree, the path set includes multiple feasible schemes corresponding to the station load balance degree paths, the feasible scheme of the path with the lowest key equipment load rate is better than the feasible scheme of the path with the highest key equipment load rate, and the feasible scheme of the path with the lowest operational complexity is better than the path with the highest operational complexity.

[0042] In one embodiment of the present invention, internal sorting of feasible solutions at the load control strategy level to determine the internal order of multiple feasible solutions at the load control strategy level includes: performing path calculations on multiple feasible solutions at the load control strategy level based on preset operating indicators to determine the path set of multiple feasible solutions under different preset operating indicators; and determining the internal order of multiple feasible solutions at the load control strategy level based on the path set of multiple feasible solutions at different preset operating indicators.

[0043] In one embodiment of the present invention, the preset operational indicators are based on the dimension of minimizing the impact on urban rail transit operations, including: total load shedding, impact on passenger service, and load recovery path after shedding to measure recovery speed; under the premise of meeting safety constraints, the feasible solution with the smallest total power shedding is given priority in the high-order order of this level; among the feasible solutions, the load categories with the least impact on core services such as train operation, station ventilation, and basic lighting are given priority in shedding, and the feasible solution with the lowest impact on passenger service is preferred over the feasible solution with the highest impact on passenger service; among the feasible solutions, loads that can be remotely and quickly restored are given priority in shedding, and the feasible solution with a path where the load can be quickly restored after power restoration is preferred over the feasible solution with a path where the load cannot be quickly restored after power restoration.

[0044] S5: Determine the overall order of multiple feasible solutions based on the sorting hierarchy and internal order, including: determining whether there are preset special scenarios in the urban rail power supply network based on the current fault data. The preset special scenario is that the main transformers of the two main substations each supply 1 / 4 of the power to a line; if there are preset special scenarios in the urban rail power supply network, dynamically adjust the internal order; determine the overall order of multiple feasible solutions based on the sorting hierarchy and the adjusted internal order.

[0045] In one embodiment of the present invention, if there is a preset special scenario in the urban rail power supply network, the internal sequence is dynamically adjusted. The rules for dynamically adjusting the internal sequence include: if a main transformer is out of service, the main transformer on the opposite side is given priority to provide power as a support power source; if the cross-zone power supply main transformer is out of service again, the remaining normal main transformers on both sides are given priority to operate their original power supply zones.

[0046] S6: Based on the overall sequence and the preset quantity, the optimal solution sequence is obtained to determine the optimal support solution. The optimal solution sequence includes multiple candidate support solutions, and the number of candidate support solutions is the same as the preset quantity. Assuming that the preset quantity is N, the optimal solution sequence is the first N candidate support solutions. The dispatcher no longer needs to perform tedious power grid topology analysis, power flow calculation and safety verification. He only needs to combine his personal experience or the actual dispatch situation on site to quickly select a candidate support solution as the final optimal support solution to be executed. This effectively reduces the workload and decision-making time of manual analysis, greatly improves the fault response speed, and ensures the safe and stable operation of the urban rail power supply network.

[0047] The computer device of the present invention includes a processor and a memory. The memory stores at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, at least one program, code set, or instruction set is loaded and executed by the processor to implement the above-described determination method.

[0048] The processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0049] The memory can be used to store the computer program or module. The processor implements various functions of the determined method by running or executing the computer program or module stored in the memory and calling data stored in the memory. The memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system, applications required for at least one function, etc.; the data storage area may store data created based on the use of the mobile phone, etc. In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, RAM, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0050] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining the optimal support scheme for urban rail transit, characterized in that, include: Multiple initial support schemes are obtained based on the current fault data of the urban rail power supply network; Power flow calculations are performed on multiple initial support schemes to determine multiple feasible schemes. Divide multiple feasible solutions into hierarchical levels and determine the ranking levels corresponding to each feasible solution; Perform internal sorting on feasible solutions at the same sorting level to determine the internal order of multiple feasible solutions at each sorting level. Based on the sorting hierarchy and the internal order, determine the overall order of multiple feasible solutions; Based on the overall order and the preset number, an optimal solution sequence is obtained for determining the optimal support solution. The optimal solution sequence includes multiple candidate support solutions, and the number of candidate support solutions is the same as the preset number.

2. The method for determining the optimal support scheme for urban rail transit according to claim 1, characterized in that, Power flow calculations are performed on multiple initial support schemes to identify several feasible schemes, including: Perform power flow calculations on multiple initial support schemes and determine the calculation results corresponding to each initial support scheme. Based on the calculation results and preset constraints corresponding to the multiple initial support schemes, multiple feasible schemes are determined from the multiple initial support schemes.

3. The method for determining the optimal support scheme for urban rail transit according to claim 2, characterized in that, The calculation results include switchgear current, main transformer load rate, traction transformer load rate, bus voltage deviation rate, and train voltage; the preset constraints include overcurrent setting, equipment load rate, voltage deviation rate, and voltage range. Based on the calculation results and preset constraints corresponding to multiple initial support schemes, several feasible schemes are determined from the multiple initial support schemes, including: The initial support scheme for the switchgear current being less than or equal to the overcurrent setting, the main transformer load rate being less than or equal to the equipment load rate, the traction transformer load rate being less than or equal to the equipment load rate, the bus voltage deviation rate being less than or equal to the voltage deviation rate, and the train voltage being within the voltage range are determined to be feasible.

4. The method for determining the optimal support scheme for urban rail transit according to claim 1, characterized in that, The sorting hierarchy includes a sequentially sorted priority hierarchy of plans, a priority hierarchy of topology relationships, a priority hierarchy of local resources, and a priority hierarchy of load control strategies. The feasible solutions are hierarchically divided to determine the ranking hierarchy corresponding to each feasible solution, including: Determine whether the sorting level corresponding to the feasible solution is the priority level of the preliminary plan; if not, determine whether the sorting level corresponding to the feasible solution is the priority level of the topological relationship. If the sorting level corresponding to the feasible solution is not the topological priority level, then determine whether the sorting level corresponding to the feasible solution is the resource priority level of this level. If the sorting level corresponding to the feasible solution is not the resource priority level of this level, then the sorting level corresponding to the feasible solution is the load control strategy level.

5. The method for determining the optimal support scheme for urban rail transit according to claim 4, characterized in that, The priority hierarchy of the contingency plan includes multiple pre-stored scenarios with priority numbers; The current fault data includes the current fault scenario; Determining whether the sorting level corresponding to the feasible solution is the priority level of the proposed solution includes: The matching degree of the current fault scenario is calculated with multiple pre-stored scenarios to obtain the scenario matching degree of the current fault scenario with each of the multiple pre-stored scenarios. Pre-stored scenes with a scene matching degree greater than a preset matching degree are identified as target scenes; If the supported scenario of the feasible solution is the same as the target scenario, then the sorting level of the feasible solution is determined as the priority level of the contingency plan; Internally sorting feasible solutions at the priority level of the contingency plan to determine the internal order of multiple feasible solutions at the priority level includes: Based on the priority number of the target scenario, determine the internal order of multiple feasible solutions in the priority level of the contingency plan.

6. The method for determining the optimal support scheme for urban rail transit according to claim 4, characterized in that, The current fault data includes the fault location; Determining whether the sorting level corresponding to the feasible solution is the priority level of the topological relationship includes: Obtain the power grid model of the urban rail power supply network; Based on the power grid model, determine the adjacent substations of the faulty substation; If the supporting power source of the feasible solution is the adjacent main station, then the sorting level of the feasible solution is determined as the topological relationship priority level; Internally sorting feasible solutions at the topological priority level to determine the internal order of multiple feasible solutions at the topological priority level includes: The performance indexes of multiple feasible solutions at the topological priority level are calculated to determine the performance index results corresponding to each of the multiple feasible solutions. Based on the performance index results corresponding to the multiple feasible solutions in the topology priority hierarchy, the internal order of the multiple feasible solutions in the topology priority hierarchy is determined.

7. The method for determining the optimal support scheme for urban rail transit according to claim 4, characterized in that, The current fault data includes the fault location; Determining whether the sorting level corresponding to the feasible solution is the priority level of the current resource includes: If the supporting power source of the feasible solution is the redundant power source of the faulty main station, then the sorting level of the feasible solution is determined as the priority level of the current resource level. Internally sorting feasible solutions at the current resource priority level to determine the internal order of multiple feasible solutions within the current resource priority level includes: Based on preset operating indicators, path calculations are performed on multiple feasible solutions at the current resource priority level to determine the path set of multiple feasible solutions under different preset operating indicators. Based on the path set of multiple feasible solutions in the current resource priority level under different preset operating indicators, determine the internal order of multiple feasible solutions in the current resource priority level.

8. The method for determining the optimal support scheme for urban rail transit according to claim 4, characterized in that, The feasible scheme with the sorting level as the load control strategy level is used to support the disconnection of the three types of loads in the urban rail power supply network. Internally sorting feasible solutions at the load control strategy level to determine the internal order of multiple feasible solutions at the load control strategy level includes: Based on preset operational indicators, path calculations are performed on multiple feasible solutions at the load control strategy level to determine the path set of multiple feasible solutions under different preset operational indicators. Based on the path set of multiple feasible solutions in the load control strategy hierarchy under different preset operating indicators, the internal order of multiple feasible solutions in the load control strategy hierarchy is determined.

9. The method for determining the optimal support scheme for urban rail transit according to claim 1, characterized in that, Based on the sorting hierarchy and the internal order, the overall order of multiple feasible solutions is determined, including: Based on the current fault data, determine whether there is a preset special scenario in the urban rail power supply network. The preset special scenario is that the main transformers of the two main substations each supply 1 / 4 of the power to a line. If the urban rail power supply network has the preset special scenario, the internal sequence will be dynamically adjusted. Based on the sorting hierarchy and the adjusted internal order, the overall order of multiple feasible solutions is determined.

10. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one instruction, at least one program, code set, or instruction set, wherein at least one instruction, at least one program, code set, or instruction set is loaded and executed by the processor to implement the method for determining the optimal urban rail transit support scheme as described in any one of claims 1 to 9.

Images