Energy consumption level evaluation and operation optimization adjustment method and system for traction power supply system

Abstract

This invention discloses a method and system for assessing the energy consumption level and optimizing the operation of a traction power supply system. The traction power supply system is divided into several sequentially connected power supply sections. Based on acquired voltage and current data, the electrification data information of each traction power supply section is determined. The bilateral tie switches are operated according to their working status or the operating status of the traction substation power supply arm. The system's operational capacity improvement coefficient and regenerative braking energy utilization improvement coefficient are calculated, and the power supply structure is adjusted. Based on the adjusted power supply structure of the traction power supply sections, the energy consumption level of the traction power supply system is assessed, and operational adjustment instructions are generated to optimize the energy consumption level of the traction power supply system. Alternatively, based on the adjusted power supply structure of the traction power supply sections, the operational capacity of the traction power supply system is assessed, and operational adjustment instructions are generated to improve the operational capacity of the traction power supply system. This invention improves the operational quality of the traction power supply system.

Description

Technical Field

[0001] This invention belongs to the field of traction power supply system regulation and optimization technology, and particularly relates to a method and system for assessing the energy consumption level and optimizing the operation of traction power supply systems. Background Technology

[0002] my country's railway traction power supply system adopts a 25kV single-phase AC power supply system. To ensure three-phase balance of the power grid, electrified railways often use alternating phase sequence access, with electrical phase separation between adjacent power supply arms. Combined with single-sided power supply, traction substations and power supply arms operate independently as units. Because the unit impedance of the traction network is relatively large in the single-sided power supply mode, the voltage attenuation is significant, affecting not only the voltage level of the terminal traction network but also limiting the maximum length of the power supply arms. This impacts the regenerative braking energy absorption performance within the traction power supply system and makes online evaluation of regenerative braking energy utilization impossible. With the introduction of multi-source traction power supply system topologies, the collaborative operation performance between adjacent traction substations is significantly improved, transforming the train power receiving mode from the traditional single-sided power supply mode to a double-sided power supply mode. This provides a foundation for improving system energy consumption utilization and traction network voltage, and offers a new technological route for the participation of new energy sources in the operation and regulation of the traction power supply system, effectively improving the operational quality of the traction power supply system. Summary of the Invention

[0003] This invention provides a method and system for assessing the energy consumption level and optimizing the operation of a traction power supply system. It dynamically generates a system operation capacity improvement coefficient and a system regenerative braking energy utilization improvement coefficient. Combined with the system operation requirements, it drives the system structure adjustment and optimizes the output voltage setting of the traction station in real time. This enables dynamic assessment of the energy consumption level and operation capacity of the traction power supply system, optimizes the dynamic adaptation performance of the traction network and the train, effectively balances the traction load of adjacent power supply arms, improves the system regenerative braking energy utilization efficiency, and provides a new technical route for the participation of new energy sources in the operation and regulation of the traction power supply system.

[0004] A method for assessing energy consumption levels and optimizing operation of a traction power supply system, the method comprising the following steps:

[0005] S1, according to sampling time interval The voltage and current data at the feeder of each traction substation, inside the traction substation, and at the feeder of each section substation are obtained. The traction power supply system is divided into several sequentially connected power supply sections. Based on the obtained voltage and current data, the electrification data information of each traction power supply section is determined.

[0006] S2. Determine the working status of the bilateral tie switch in the power supply section, operate the bilateral tie switch according to the working status of the bilateral tie switch or the operating status of the power supply arm of the traction substation, combine the electrification data before and after the operation, calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient, adjust the power supply structure of the traction power supply section according to the obtained coefficients, and realize the continuous cyclic optimization of the power supply structure with time T as the cycle.

[0007] S3. Based on the adjusted power supply structure of the traction power supply section, conduct an energy consumption level assessment of the traction power supply system and generate operation adjustment instructions to optimize the energy consumption level of the traction power supply system; or, based on the adjusted power supply structure of the traction power supply section, conduct an operational capability assessment of the traction power supply system and generate operation adjustment instructions to improve the operational capability of the traction power supply system.

[0008] The system operation capacity improvement coefficient includes a first system operation capacity improvement coefficient and a second system operation capacity improvement coefficient. The calculation methods for the system operation capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient in each traction power supply section are as follows:

[0009] The first improvement factor in system operating capacity ;

[0010] Second enhancement factor for system operating capacity ;

[0011] System regenerative braking energy utilization improvement coefficient ;

[0012] in, , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition after performing relevant operations; , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition before the relevant operations are performed; This represents the rated voltage of the traction power supply system; , This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation before and after relevant operations. , This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation before and after relevant operations.

[0013] Furthermore, step S2 includes:

[0014] For traction power supply sections where the bilateral tie switches are open, the operating status of the power supply arms of the traction substations is determined periodically by time T. If the power supply arm of any traction substation in the traction power supply section is in traction mode, the bilateral tie switches are closed, and the power supply is transferred through the tie switches. After a time interval, the circuit is disconnected, and the electrical data when the bilateral interconnection switch is closed is collected, combined with the data from the previous time interval. The internally collected electrification data is used to calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient, and to optimize and adjust the system power supply structure.

[0015] If the system's operating capacity is improved by the first factor Or the second enhancement factor of system operating capacity Or the system regenerative braking energy utilization enhancement coefficient Then, close the bilateral interconnection switch between the traction substations to put the system into bilateral power supply mode; if the system operating capacity first enhancement coefficient Furthermore, the system's operational capability has a second enhancement factor. Furthermore, the system's regenerative braking energy utilization efficiency is improved. If the bilateral interconnection switch remains open, the operating status of the traction substation power supply arm will be reassessed in the next time period T. To adjust the threshold for the system's operational capability enhancement coefficient, The threshold for adjusting the regenerative braking energy utilization coefficient of the system is determined.

[0016] Furthermore, step S2 also includes:

[0017] After the system enters the bilateral power supply mode, the bilateral interconnection switch is disconnected for one time interval within each time period T. After closing, record the electrification data when opening, and update the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient before and after the operation; if the system operating capacity first improvement coefficient Furthermore, the system's operational capability has a second enhancement factor. Furthermore, the system's regenerative braking energy utilization efficiency is improved. If the bilateral interconnection switch between traction substations is disconnected, the operating status of the traction substation power supply arm will be reassessed in the next cycle; if the system operating capacity is improved by the first coefficient... Or the second enhancement factor of system operating capacity Or the system regenerative braking energy utilization enhancement coefficient Then the bilateral power supply connection switch remains closed.

[0018] Furthermore, based on the adjusted power supply structure of the traction power supply section, the energy consumption level of the traction power supply system is assessed, and operational adjustment commands are generated. Methods for optimizing the energy consumption level of the traction power supply system include:

[0019] S301. When the multi-source traction power supply section is in dual-side power supply mode. and At the same time, increase the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Reduce the output voltage at the feeder end of the left power supply arm of the right traction substation within the power supply section. During voltage regulation, the system regenerative braking energy utilization improvement coefficient before and after voltage regulation is compared. To maximize the utilization of regenerative braking energy within the system; This represents the traction power of the right-side power supply arm of the i-th traction substation. This represents the traction power of the left power supply arm of the (i+1)th traction substation.

[0020] S302. When the multi-source traction power supply section is in dual-side power supply mode. and At the same time, reduce the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Increase the output voltage at the feeder end of the left power supply arm of the right traction substation within the power supply section. During voltage regulation, the system regenerative braking energy utilization improvement coefficient before and after voltage regulation is compared. This maximizes the utilization of regenerative braking energy within the system.

[0021] Furthermore, based on the adjusted power supply structure of the traction power supply section, the method of assessing the energy consumption level of the traction power supply system and generating operation adjustment commands to optimize the energy consumption level of the traction power supply system also includes:

[0022] S303. When the multi-source traction power supply section is in bilateral power supply mode. and At the same time, the output power distribution ratio of two adjacent traction substations in the traction power supply section is adjusted, thereby adjusting the regenerative braking energy distribution ratio to realize the distribution and regulation of regenerative braking energy in the system.

[0023] S304. When the multi-source traction power supply section is in dual-side power supply mode. and At the same time, adjust the output voltage of the feeder end of the power supply arm of the two adjacent traction substations, thereby adjusting the regenerative braking energy storage and distribution ratio;

[0024] S305. When the multi-source traction power supply section is not in a dual-side power supply mode. or At the same time, increase the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Or the output voltage of the feeder end of the left power supply arm of the right traction substation within the power supply section. This will increase the proportion of regenerative braking energy absorbed within the power supply arm and reduce the proportion of regenerative braking energy returned to the traction substation.

[0025] Furthermore, based on the adjusted power supply structure of the traction power supply section, the operational capability of the traction power supply system is assessed, and operational adjustment commands are generated. Methods to improve the operational capability of the traction power supply system include:

[0026] S306. When the multi-source traction power supply section is in a bilateral power supply mode, and the voltage values ​​at the feeder terminals of the left and right power supply arms of the substation do not reach the expected minimum voltage of the system, increase the output voltage at the feeder terminal of the right power supply arm of the left traction substation within the power supply section. Or / and the output voltage of the feeder end of the left power supply arm of the right traction substation within the power supply section This will improve the operational capability of the traction power supply system;

[0027] When adjusting the output voltage, compare the first and second improvement coefficients of the system operating capability before and after adjustment. When either the first or second improvement coefficient of the system operating capability first decreases, or... >29kV or >29kV, and then reverse fine adjustment is carried out to achieve the system operation capacity improvement coefficient to meet the operation requirements.

[0028] Furthermore, based on the adjusted power supply structure of the traction power supply section, methods for assessing the operational capability of the traction power supply system and generating operational adjustment commands to improve the operational capability of the traction power supply system also include:

[0029] S307. When a multi-source traction power supply section is not in a dual-side power supply mode, increase the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Or the output voltage of the feeder end of the left power supply arm of the right traction substation within the power supply section. To improve the operational capabilities of the traction power supply system;

[0030] When adjusting the output voltage, compare the first and second improvement coefficients of the system operating capability before and after adjustment. When either the first or second improvement coefficient of the system operating capability first decreases, or... >29kV or >29kV, and then reverse fine adjustment is carried out to achieve the system operation capacity improvement coefficient to meet the operation requirements.

[0031] Furthermore, the expected minimum voltage of the system is the sum of the minimum limit voltage and the set threshold. The minimum operating voltage of the contact network of the traction power supply system of high-speed railway and intercity railway is 20kV, the minimum operating voltage of the contact network of the EMU train at full power is 22.5kV, and the minimum operating voltage of the contact network of other railways is 19kV. The minimum limit voltage meets the requirements of the minimum operating voltage.

[0032] A traction power supply system energy consumption level assessment and operation optimization adjustment system, used to implement the aforementioned traction power supply system energy consumption level assessment and operation optimization adjustment method, the system comprising:

[0033] The electrification data acquisition module is used to acquire data according to sampling time intervals. The voltage and current data at the feeder of each traction substation, inside the traction substation, and at the feeder of each section substation are obtained. The traction power supply system is divided into several sequentially connected power supply sections. Based on the obtained voltage and current data, the electrification data information of each traction power supply section is determined.

[0034] The power supply structure continuous optimization module for the traction power supply section is used to determine the working status of the double-sided tie switches in the power supply section, operate the double-sided tie switches according to the working status of the double-sided tie switches or the operating status of the power supply arm of the traction substation, calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient by combining the electrification data before and after the operation, adjust the power supply structure of the traction power supply section according to the obtained coefficients, and realize the continuous cyclic optimization of the power supply structure with time T as the cycle.

[0035] The traction power supply system energy consumption level optimization or operation capability improvement module is used to assess the energy consumption level of the traction power supply system based on the adjusted power supply structure of the traction power supply section, and generate operation adjustment instructions to achieve energy consumption level optimization of the traction power supply system; or, based on the adjusted power supply structure of the traction power supply section, to assess the operation capability of the traction power supply system, and generate operation adjustment instructions to achieve operation capability improvement of the traction power supply system.

[0036] The system operating capacity improvement coefficient includes a first system operating capacity improvement coefficient and a second system operating capacity improvement coefficient. The calculation methods for the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient are as follows:

[0037] The first improvement factor in system operating capacity ;

[0038] Second enhancement factor for system operating capacity ;

[0039] System regenerative braking energy utilization improvement coefficient ;

[0040] in, , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition after performing relevant operations; , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition before the relevant operations are performed; This represents the rated voltage of the traction power supply system; , This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation before and after relevant operations. , This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation before and after relevant operations.

[0041] The beneficial technical effects of this invention are as follows:

[0042] 1. This invention uses a time period T as the optimized step size and constructs a complete "sensing-decision-execution-re-sensing" closed-loop control architecture through a cyclical process of exploratory operation of the bilateral interconnection switches in the traction power supply section, real-time data acquisition, coefficient calculation, and state maintenance / switching. Unlike traditional methods that rely on fixed operating rules or offline simulation results, this invention uses measured instantaneous voltage and traction power data at the feeder end before and after the operation to directly calculate the system's operating capacity improvement coefficient and regenerative braking energy utilization improvement coefficient, and dynamically decides on the input and output of the bilateral power supply mode accordingly. This mechanism enables the system to adaptively adjust the power supply structure in accordance with the real-time changes in train traction and braking conditions, achieving dynamic matching of "source-grid-load".

[0043] 2. This invention achieves dynamic evaluation of system energy consumption and operational capacity by setting thresholds for adjusting the operating capacity and regenerative braking energy utilization level of the traction power supply system, combined with electrical information data interaction and system operation adjustment strategies. This optimizes the dynamic adaptation performance of the traction network and trains, improves the system's regenerative braking energy utilization efficiency and traction network voltage level, ensures the operational reliability of the traction power supply system, effectively balances the load distribution between adjacent traction substations, reduces the overall energy consumption index of the entire traction power supply system, and provides a new technical route for new energy to participate in the operation and adjustment of the traction power supply system, greatly improving the operational quality of the traction power supply system. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the traction power supply system with a multi-source power supply structure provided in an embodiment of the present invention;

[0045] Figure 2 This invention provides an operating mode for a traction power supply system where the bilateral tie switches are in the open state, as provided in this embodiment.

[0046] Figure 3 This invention provides an operating mode for a traction power supply system where the bilateral interconnecting switches are in a closed state. Detailed Implementation

[0047] The method and system for assessing energy consumption levels and optimizing operation of the traction power supply system provided by the present invention will be described more clearly and completely below with reference to the accompanying drawings:

[0048] Example 1

[0049] Figure 1 This embodiment provides a schematic diagram of the power supply structure for a multi-source traction substation; the traction power supply system energy consumption level assessment and operation optimization adjustment method provided in this embodiment includes the following steps:

[0050] S1, according to sampling time interval The voltage and current data at the feeder of each traction substation, inside the traction substation, and at the feeder of each section substation are obtained. The traction power supply system is divided into several sequentially connected power supply sections. Based on the obtained data, the power supply electrical information matrix and power information matrix of each traction power supply section are constructed.

[0051] Detailed, according to sampling time interval The voltage and current data at the feeder of each traction substation (SS) are acquired, and an electrical information matrix of the traction substations is formed along the increasing direction of the line mileage. ,in, These represent the voltages at the left and right feeder ends of the power supply arms of the i-th traction substation, respectively. These represent the feeder currents at the left and right power supply arms of the i-th traction substation, respectively. x represents the number of traction substations; and, according to the sampling time interval The voltage inside each traction substation (SS) is acquired to form an electrical information matrix for the traction transformers. ,in, These represent the voltages of the fixed windings of the left and right power supply arms of the i-th traction substation, respectively. These represent the voltage of the adjusting windings of the left and right power supply arms, respectively; additionally, according to the sampling time interval... Acquire voltage and current data at the feeder of each substation (SP) to form an electrical information matrix for the substation. ,in, These represent the voltages at the left and right power supply arm feeder terminals of the z-th partition, respectively. These represent the currents at the left and right feeder ends of the power supply arms in the z-th partition, respectively. x-1 represents the number of partitions;

[0052] It should be noted here that the transformer structure within the traction substation described in this application is as follows: Figure 2 As shown, the new energy access module is coupled to the secondary winding side of the traction transformer TP2 via a bidirectional AC / DC conversion circuit and an isolation transformer TP3, and works in conjunction with the traction transformer TP1. The secondary windings of the traction transformer TP1 and the isolation transformer TP3 are connected in series and output to the traction network power supply arm, realizing the feeding of new energy to the traction load side. In this application, the fixed winding is the traction transformer TP1, and the regulating winding is the traction transformer TP2, the bidirectional AC / DC conversion circuit and the isolation transformer TP3. The fixed winding and the regulating winding are connected in series. The bidirectional AC / DC conversion circuit is an AC-DC-AC circuit, which is set between the output side of the traction transformer TP2 and the input side of the isolation transformer TP3, and is connected to the DC-DC module circuit of the new energy access module. The specific structure can be referred to the relevant structure in patent (202120443058.9).

[0053] Based on the traction power supply system structure, traction power supply sections are formed between two adjacent traction substations, and a power supply electrical information matrix for each traction power supply section is constructed. With power information matrix ;in, This represents the voltage at the feeder end of the right-side power supply arm of the i-th traction substation. This represents the voltage at the feeder end of the left power supply arm of the (i+1)th traction substation. This represents the voltage of the fixed winding of the right power supply arm of the i-th traction substation. This represents the voltage of the fixed winding of the left power supply arm of the (i+1)th traction substation. This represents the voltage of the regulating winding of the right power supply arm of the i-th traction substation. This represents the voltage of the adjusting winding of the left power supply arm of the (i+1)th traction substation. These represent the voltages at the left and right power supply arm feeder terminals of the z-th partition, respectively. This represents the current at the feeder end of the right-side power supply arm of the i-th traction substation. This represents the feeder current on the left side of the (i+1)th traction substation. This represents the traction power of the right-side power supply arm of the i-th traction substation. This represents the traction power of the left power supply arm of the (i+1)th traction substation. This represents the power of the fixed winding of the right-side power supply arm of the i-th traction substation. This represents the power of the fixed winding of the left power supply arm of the (i+1)th traction substation. This represents the power of the regulating winding of the right-side power supply arm of the i-th traction substation. This represents the power of the adjusting winding of the left power supply arm of the (i+1)th traction substation.

[0054] S2. Determine the working status of the bilateral tie switch in the power supply section, operate the bilateral tie switch according to the working status of the bilateral tie switch or the operating status of the power supply arm of the traction substation, combine the electrification data before and after the operation, calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient, adjust the power supply structure of the traction power supply section according to the obtained coefficients, and realize the continuous cyclic optimization of the power supply structure with time T as the cycle.

[0055] The system operation capacity improvement coefficient includes a first system operation capacity improvement coefficient and a second system operation capacity improvement coefficient. The calculation methods for the system operation capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient in each traction power supply section are as follows:

[0056] The first improvement factor in system operating capacity (1);

[0057] Second enhancement factor for system operating capacity (2);

[0058] System regenerative braking energy utilization improvement coefficient (3);

[0059] in, , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition after performing relevant operations; , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition before the relevant operations are performed; This represents the rated voltage of the traction power supply system; , This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation before and after relevant operations. , This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation before and after relevant operations.

[0060] S201, such as Figure 2 As shown, for traction power supply sections where both sides of the tie switch are open, the operating status of the traction substation power supply arm is judged with time T as the period. If >0 or When the value is >0, meaning the power supply arm of any traction substation in the traction power supply section is in traction mode, the double-sided tie switch is closed, and the power supply is transmitted through the traction power supply line. Disconnect after a time interval ( The sampling time interval can be set to 1 second. Here, the system operating state is only changed within the sampling time to obtain the electrical data required for system judgment. After sampling, the original operating state of the system is restored. This method does not have a continuous impact on the system operating state. The electrical data when the bilateral tie switches are closed are collected to form the power supply electrical information matrix of the traction power supply section. With power information vector ;in, , These represent the instantaneous feeder voltages collected by the left and right power supply arms of the z-th substation when the bilateral tie switch is closed. This represents the instantaneous feeder current collected by the right-side power supply arm of the i-th traction substation when the bilateral tie switch is closed. This represents the instantaneous feeder current collected by the left power supply arm of the (i+1)th traction substation when the bilateral tie switch is closed; This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation when the bilateral tie switch is closed. This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation when the bilateral tie switch is closed. This represents the instantaneous power collected by the fixed winding of the right power supply arm of the i-th traction substation when the bilateral tie switch is closed. This represents the instantaneous power collected by the fixed winding of the left power supply arm of the (i+1)th traction substation when the bilateral tie switch is closed. This represents the instantaneous power collected by the regulating winding of the right power supply arm of the i-th traction substation when the bilateral tie switch is closed. This represents the instantaneous power collected by the regulating winding of the left power supply arm of the (i+1)th traction substation when the bilateral tie switch is closed.

[0061] Combined with the previous sampling time interval Internally collected power supply electrical information matrix With power information matrix The system operation capability improvement coefficient is calculated to reflect the degree of improvement in system operation capability after the optimization of the multi-source bilateral power supply structure; the system regenerative braking energy utilization improvement coefficient is calculated to reflect the degree of improvement in the system regenerative braking energy utilization level after the optimization of the multi-source bilateral power supply structure.

[0062] Specifically, here, when calculating the first enhancement factor of the system's operating capability, in formula (1) for When calculating the second enhancement factor of system operating capability, in formula (2) for When calculating the regenerative braking energy utilization enhancement coefficient of the system, the formula (3) contains... , They are respectively , Based on the calculated system operating capacity improvement coefficient and system regenerative braking energy utilization improvement coefficient, the system power supply structure optimization and adjustment judgment is made:

[0063] If the system's operating capacity is improved by the first factor Or the second enhancement factor of system operating capacity Or the system regenerative braking energy utilization enhancement coefficient Then, close the bilateral interconnection switch between the traction substations, and put the system into bilateral power supply mode by activating the power switching device; if the system operating capacity first enhancement coefficient Furthermore, the system's operational capability has a second enhancement factor. Furthermore, the system's regenerative braking energy utilization efficiency is improved. If the bilateral interconnection switch remains open, the operating status of the traction substation power supply arm will be reassessed in the next time period T.

[0064] S202, such as Figure 3 As shown, after the system enters the bilateral power supply mode, the bilateral interconnection switch is disconnected for one time interval within each time period T. After closing, the electrification data at the time of opening is recorded to form the power supply electrical information matrix and power information matrix of the traction power supply section. This is used to update the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient before and after the operation. If the system operating capacity first improvement coefficient... Furthermore, the system's operational capability has a second enhancement factor. Furthermore, the system's regenerative braking energy utilization efficiency is improved. If the bilateral interconnection switch between traction substations is disconnected, the process returns to step S201, and the operating status of the traction substation power supply arm is reassessed; if the system operating capacity first enhancement coefficient is... Or the second enhancement factor of system operating capacity Or the system regenerative braking energy utilization enhancement coefficient Then the bilateral power supply connection switch remains closed;

[0065] It should be noted that the time period T is set to 60s because the load of electrified railways fluctuates significantly, changing with the train's operating status within the power supply arm. Based on an average train speed of 200km / h and a power supply arm length of 25km, the time it takes for a train to pass through the power supply arm is approximately 7.5 minutes. Setting T to 60s balances the flexibility and stability of the system operation. On the one hand, it ensures the timely response of the system's power supply structure to the traction load status; on the other hand, it ensures the relative stability of the system's operating status, avoiding frequent switching of the system's operating status. In addition, the value of T can be adjusted according to the train's operating speed level within the power supply arm. Generally, the higher the speed level, the shorter the time period should be.

[0066] In this step, based on the time interval before operation Internally collected power supply electrical information matrix With power information matrix Calculate the system operating capacity enhancement coefficient and the system regenerative braking energy utilization enhancement coefficient; specifically, here, when calculating the first enhancement coefficient of system operating capacity, the formula (1) contains... for When calculating the second enhancement factor of system operating capability, in formula (2) for When calculating the regenerative braking energy utilization enhancement coefficient of the system, the formula (3) contains... , They are respectively , ; , These represent the instantaneous feeder voltages collected by the left and right power supply arms of the z-th partition when the bilateral tie switch is open. This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation when the bilateral tie switch is open. This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation when the bilateral tie switch is open;

[0067] It should be noted that the system operating capacity enhancement coefficient adjustment threshold is... System regenerative braking energy utilization enhancement coefficient adjustment threshold All of these are pre-set, and the setting needs to take into account factors such as expected system traffic volume and expected power supply indicators; in addition, the power fusion device adopts the existing back-to-back railway power regulator (RPC), which has bidirectional power transmission capability between two power supply arms.

[0068] S3. Based on the adjusted power supply structure of the traction power supply section, conduct an energy consumption level assessment of the traction power supply system and generate operation adjustment instructions to optimize the energy consumption level of the traction power supply system; or, based on the adjusted power supply structure of the traction power supply section, conduct an operational capability assessment of the traction power supply system and generate operation adjustment instructions to improve the operational capability of the traction power supply system.

[0069] In detail, based on the adjusted power supply structure of the traction power supply section, an assessment of the energy consumption level of the traction power supply system is conducted, and operation adjustment instructions for the power supply system are generated to optimize the energy consumption level of the traction power supply system. Specifically, this includes the following:

[0070] S301. When the multi-source traction power supply section is in dual-side power supply mode. and At that time, the voltage-optimized adjustment vector is used. Further improve the regenerative braking energy utilization coefficient of the system Specifically, increase the output voltage at the feeder end of the right power supply arm of the left traction substation within the power supply section. Reduce the output voltage at the feeder end of the left power supply arm of the right traction substation within the power supply section. , making ( This represents the voltage adjustment difference at the feeder end of the right power supply arm of the i-th traction substation, i.e., the voltage difference between the adjusted voltage and the voltage before adjustment. ( This represents the voltage adjustment difference at the feeder end of the left power supply arm of the (i+1)th traction substation (i.e., the voltage difference between the adjusted voltage and the voltage before adjustment). This is because when the left power supply arm of the section substation is in regenerative braking mode and the right power supply arm is in traction mode, in the bilateral power supply mode, the regenerative braking energy can be directed to the right power supply arm as much as possible by raising the output voltage of the left traction substation, while lowering the output voltage of the right traction substation can further direct the regenerative braking energy to the right. When adjusting the output voltage, the voltage adjustment range can be adjusted in 50V increments (the output voltages of the left and right traction substations can be adjusted simultaneously or separately). After adjusting by 50V, the system regenerative braking energy utilization improvement coefficient before and after adjustment is compared. If during the adjustment process The value can be continuously adjusted as it increases. After the first decrease, fine-tuning should be performed in reverse every 5V to achieve an improvement in the regenerative braking energy utilization coefficient. To achieve optimal performance, the regenerative braking energy utilization within the system is maximized through voltage regulation on both sides of the traction power supply section.

[0071] S302. When the multi-source traction power supply section is in dual-side power supply mode. and At that time, the voltage-optimized adjustment vector is used. Further improve the regenerative braking energy utilization coefficient Specifically, reduce the output voltage at the feeder end of the right power supply arm of the left traction substation within the power supply section. Increase the output voltage at the feeder end of the left power supply arm of the right traction substation within the power supply section. ,make , When adjusting the output voltage, the voltage adjustment scale can be adjusted in 50V increments (the output voltages of the left and right traction substations can be adjusted simultaneously or separately). After adjusting by 50V, compare the system's regenerative braking energy utilization improvement coefficient before and after the adjustment. If during the adjustment process The value can be continuously adjusted as it increases. After the first decrease, fine-tuning should be performed in reverse every 5V to achieve an improvement in the regenerative braking energy utilization coefficient. To achieve optimal performance, the regenerative braking energy utilization within the system is maximized through voltage scale adjustment on both sides.

[0072] S303. When the multi-source traction power supply section is in bilateral power supply mode. and This indicates that the regenerative braking energy of the train within the multi-source traction power supply system has been absorbed within the traction power supply system, and the system's regenerative braking energy utilization enhancement coefficient... The optimal state has been achieved; the vector can be adjusted through voltage optimization. Adjust the output power distribution ratio between two adjacent traction substations within the traction power supply section to maintain... Under optimal conditions, flexible power allocation of the bilateral power supply arms is achieved. In the bilateral power supply mode, when both the left and right power supply arms of the substation are in traction mode, it indicates that there is no regenerative braking energy feedback within the system, meaning that the regenerative braking energy is absorbed entirely within the system. Since the regenerative braking energy is allocated according to the traction grid voltage during absorption, the voltage optimization vector can be adjusted based on the actual operating requirements of the system. Adjusting the output voltage at the feeder end of the power supply arm of the traction substation, thereby adjusting the regenerative braking energy distribution ratio, and adjusting the power supply voltage on both sides will change the power flow distribution of the system, and the regenerative braking energy absorbed by the train in the power supply arm will also change accordingly, thus realizing the distribution and adjustment of regenerative braking energy in the system.

[0073] In detail, in a traction power supply system operating under a dual-supply mode, the traction grid voltage of a train in regenerative braking mode will be higher than the rated traction grid voltage. This allows the train to transmit regenerative braking energy to other trains in traction mode within the power supply section. The regenerative braking energy is distributed based on factors such as the location of the regenerative braking train and other traction trains within the power supply section (line impedance relationship) and the traction grid voltage (voltage difference). Since the system sampling time is short, it can be assumed that the train position remains essentially unchanged, i.e., the line impedance relationship remains constant. Therefore, the voltage adjustment vector can be optimized based on the actual operating requirements of the system. Adjusting the output voltage at the feeder end of the power supply arm of the traction substation, that is, adjusting the power supply voltage on both sides of the bilateral power supply section, causes the traction grid voltage at the location of each train in the power supply arm to change. The proportion of regenerative braking energy allocated to traction trains in the position of increased traction grid voltage will decrease, and the proportion of regenerative braking energy allocated to traction trains in the position of decreased traction grid voltage will increase, thereby realizing the distribution and regulation of regenerative braking energy within the system.

[0074] S304. When the multi-source traction power supply section is in dual-side power supply mode. and This indicates that the regenerative braking energy of the train within the system has exceeded the energy consumption required for traction within the traction power supply system. It is recommended to utilize this energy through energy storage devices within the traction substation, which can be achieved by optimizing the voltage adjustment vector. Adjust the output voltage at the feeder end of the power supply arm of two adjacent traction substations, thereby adjusting the regenerative braking energy storage and distribution ratio;

[0075] In detail, in a traction power supply system operating under a dual-supply mode, the traction grid voltage of a train in regenerative braking mode will be higher than the output voltage of the traction substations on both sides of the power supply section. If the regenerative braking energy exceeds the traction energy required within the traction power supply system, the regenerative braking energy will be fed back to the traction substations on both sides of the power supply section, and distributed according to factors such as the distance between the regenerative braking train and the traction substations on both sides (line impedance relationship) and the output voltage of the traction substations (voltage difference). Since the system sampling time is short, it can be assumed that the train position remains essentially unchanged, i.e., the line impedance relationship remains constant. Therefore, the voltage optimization adjustment vector can be used based on the actual operating requirements of the system. Adjusting the output voltage at the feeder end of the power supply arm of two adjacent traction substations will reduce the proportion of regenerative braking energy fed back by the traction substation on the side with increased voltage and increase the proportion of regenerative braking energy fed back by the traction substation on the side with decreased voltage. This achieves the adjustment of the feedback ratio of regenerative braking energy to the traction substations on both sides of the power supply section, and further achieves the adjustment of the storage and distribution ratio of regenerative braking energy in the traction substations on both sides of the power supply section.

[0076] S305. When the multi-source traction power supply section is not in a dual-side power supply mode. or At that time, the voltage-optimized adjustment vector can be used. or Specifically, this involves improving the utilization level of regenerative braking energy by increasing the output voltage at the feeder end of the power supply arm of the traction substations on both sides of the power supply section. , ,make , This is because when the system is not in bilateral power supply mode, the left and right power supply arms of the substation operate independently. By increasing the output voltage of the left or right traction substation, the regenerative braking energy in the system can be absorbed within the power supply arm as much as possible, thus increasing the proportion of regenerative braking energy absorbed within the power supply arm and reducing the proportion of regenerative braking energy returned to the traction substation. When adjusting the output voltage, since the left and right power supply arms of the substation operate independently, the output voltage of the left or right traction substation is adjusted separately. The voltage adjustment range can be adjusted in increments of 50V. After adjusting by 50V, the regenerative braking energy utilization improvement coefficient of the system before and after the adjustment is compared. If the regenerative braking energy utilization improvement coefficient of the system continues to increase, it can continue to be adjusted. When the first decrease occurs, the reverse fine adjustment is performed in increments of 5V to achieve the optimal regenerative braking energy utilization improvement coefficient. Thus, the regenerative braking energy utilization in the system is maximized through voltage adjustment on both sides of the traction power supply section.

[0077] Based on the adjusted power supply structure of the traction power supply section, the operational capability of the traction power supply system is assessed, and operational adjustment commands are generated to improve the operational capability of the traction power supply system; specifically, this includes the following:

[0078] S306. When the multi-source traction power supply section is in bilateral power supply mode. , The value did not reach the system's expected minimum voltage; the voltage optimization adjustment vector was used. Further improve , Specifically, increase the output voltage at the feeder end of the power supply arm of the traction substations on both sides of the power supply section. or / and ,make or / and This is because the traction substation is equivalent to the power source of the traction power supply system. The voltage drop at the load is caused by the current flowing through the impedance of the traction network. Therefore, by increasing the output voltage of the traction substations on both sides, the voltage level within the power supply arm can be increased accordingly. That is, the voltage level of the power supply arm is increased by directly increasing the power supply voltage level, thereby improving the operating capacity of the traction power supply system. When adjusting the output voltage, the voltage adjustment scale can be adjusted in 50V increments, and the first and second improvement coefficients of the system operating capacity before and after adjustment should be compared. If the first and second improvement coefficients of the system operating capacity continue to increase during the adjustment process, further adjustment can be made. When the first and second improvement coefficients of the system operating capacity show their first decrease, or >29kV or >29kV (according to the TB10009-2016 Railway Electric Traction Power Supply Design Specification, the highest voltage of the contact network is 29kV), and then detailed adjustments are made in reverse every 5V to achieve a system operating capacity improvement coefficient that meets operating requirements;

[0079] In this application, the expected minimum voltage of the system is the sum of the minimum limit voltage and the set threshold. When setting the minimum limit voltage, according to the relevant design specifications, the minimum working voltage of the contact network of the traction power supply system of high-speed railway and intercity railway is 20kV, the minimum working voltage of the contact network of other railways is 19kV, and the minimum voltage of the contact network of the EMU train at full power is 22.5kV. Therefore, railway operators need to ensure that the minimum limit voltage of the system meets the above requirements during operation and reasonably set the threshold to avoid the system from reaching the minimum limit voltage. The sum of the minimum limit voltage and the set threshold is defined as the expected minimum voltage of the system.

[0080] S307. When the multi-source traction power supply section is not in dual-side power supply mode, the vector can be adjusted through voltage optimization. or The system's operational capacity will be improved by either the first or second enhancement factor. Specifically, this involves increasing the output voltage at the feeder end of the power supply arm of the traction substations on both sides of the power supply section. or ,make or This is because when the traction power supply system is not in a dual-side power supply mode, the left and right power supply arms of the section substation operate independently. The voltage at the end of the power supply arm can be increased by raising the output voltage of either the left or right traction substation. This directly increases the voltage level at the end of the power supply arm, thereby improving the traction power supply system's operational capability. When adjusting the output voltage, the voltage adjustment scale can be adjusted in 50V increments, comparing the first and second coefficients of improvement in system operational capability before and after adjustment. If either the first or second coefficient of improvement in system operational capability continues to increase during adjustment, further adjustment is allowed. Once the first or second coefficient of improvement in system operational capability first decreases, or... >29kV or >29kV (TB10009-2016 Railway Electric Traction Power Supply Design Specification requires that the maximum voltage of the contact network is 29kV), and then detailed adjustments are made in reverse every 5V to achieve a system operating capacity improvement coefficient that meets the operating requirements;

[0081] It should be noted that in this step, the regenerative braking energy utilization enhancement coefficient is calculated. When calculating the first and second enhancement factors of system operating capacity, refer to the calculation formula in step S2, based on the sampling time interval before and after the operation. The power supply electrical information matrix P and the power information matrix Q obtained from internal sampling are used for calculation.

[0082] Alternatively, when adjusting the voltage using the voltage optimization adjustment vector, the output voltage of the traction transformer can be adjusted by adjusting the output voltage of the bidirectional AC / DC conversion circuit. During the voltage adjustment process, the proportion of new energy to traction power supply can be adjusted through the DC / DC module in the new energy access module.

[0083] The traction substation (SS) of this invention serves as the power source for the entire system. The phase separation is similar to a device that divides the power supply range. In a multi-source power supply system, it can be kept normally closed via a bilateral interconnection switch, entering a bilateral power supply mode. The voltage and current in different power supply sections of the traction power supply system form the power distribution of the entire power supply network. Through the exchange of electrical information data between adjacent traction substations, the power consumption and power supply capacity parameters of the traction power supply system are dynamically generated. This drives real-time system structure adjustments and optimization of traction substation output voltage settings, improving the energy consumption level and operational capability of the traction power supply system. In particular, it enables dynamic assessment of system energy consumption and operational capability, optimizes the dynamic adaptation performance between the traction network and trains, improves the system's regenerative braking energy utilization efficiency and traction network voltage level, effectively balances the load distribution between adjacent traction substations, reduces the overall energy consumption index of the entire traction power supply system, and improves the operational quality of the traction power supply system.

[0084] This application also provides a traction power supply system energy consumption level assessment and operation optimization adjustment system for implementing the aforementioned traction power supply system energy consumption level assessment and operation optimization adjustment method, the system comprising:

[0085] The electrification data acquisition module is used to acquire data according to sampling time intervals. The voltage and current data at the feeder of each traction substation, inside the traction substation, and at the feeder of each section substation are obtained. The traction power supply system is divided into several sequentially connected power supply sections. Based on the obtained voltage and current data, the electrification data information of each traction power supply section is determined.

[0086] The power supply structure continuous optimization module for the traction power supply section is used to determine the working status of the double-sided tie switches in the power supply section, operate the double-sided tie switches according to the working status of the double-sided tie switches or the operating status of the power supply arm of the traction substation, calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient by combining the electrification data before and after the operation, adjust the power supply structure of the traction power supply section according to the obtained coefficients, and realize the continuous cyclic optimization of the power supply structure with time T as the cycle.

[0087] The traction power supply system energy consumption level optimization or operation capability improvement module is used to assess the energy consumption level of the traction power supply system based on the adjusted power supply structure of the traction power supply section, and generate operation adjustment instructions to achieve energy consumption level optimization of the traction power supply system; or, based on the adjusted power supply structure of the traction power supply section, to assess the operation capability of the traction power supply system, and generate operation adjustment instructions to achieve operation capability improvement of the traction power supply system.

[0088] The system operating capacity improvement coefficient includes a first system operating capacity improvement coefficient and a second system operating capacity improvement coefficient. The calculation methods for the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient are as follows:

[0089] The first improvement factor in system operating capacity ;

[0090] Second enhancement factor for system operating capacity ;

[0091] System regenerative braking energy utilization improvement coefficient ;

[0092] in, , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition after performing relevant operations; , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition before the relevant operations are performed; This represents the rated voltage of the traction power supply system; , This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation before and after relevant operations. , This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation before and after relevant operations.

[0093] Furthermore, the present invention adopts the following technical solution:

[0094] A non-transitory computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for assessing the energy consumption level and optimizing the operation of a traction power supply system.

[0095] Furthermore, the present invention adopts the following technical solution:

[0096] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the above-described method for assessing the energy consumption level and optimizing the operation of a traction power supply system.

[0097] From the above description of the embodiments, those skilled in the art will clearly understand that the facilities of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Embodiments of the present invention can be implemented using existing processors, or by dedicated processors used for this or other purposes for suitable systems, or by hardwired systems. Embodiments of the present invention also include non-transitory computer-readable storage media, comprising machine-readable media for carrying or having machine-executable instructions or data structures stored thereon; such machine-readable media can be any available medium accessible by a general-purpose or special-purpose computer or other machine with a processor. For example, such machine-readable media can include RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store the required program code in the form of machine-executable instructions or data structures and is accessible by a general-purpose or special-purpose computer or other machine with a processor. When information is transmitted or provided to a machine via a network or other communication connection (hardwired, wireless, or a combination of hardwired and wireless), that connection is also considered a machine-readable medium.

[0098] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A method for assessing energy consumption levels and optimizing operation of a traction power supply system, characterized in that, The method includes the following steps: S1, according to sampling time interval The voltage and current data at the feeder of each traction substation, inside the traction substation, and at the feeder of each section substation are obtained. The traction power supply system is divided into several sequentially connected power supply sections. Based on the obtained voltage and current data, the electrification data information of each traction power supply section is determined. S2. Determine the working status of the double-sided tie switch in the power supply section, operate the double-sided tie switch according to the working status of the double-sided tie switch or the operating status of the power supply arm of the traction substation, combine the electrification data before and after the operation, calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient, adjust the power supply structure of the traction power supply section according to the obtained coefficients, and realize the continuous cyclic optimization of the power supply structure with time T as the cycle. S3. Based on the adjusted power supply structure of the traction power supply section, conduct an energy consumption level assessment of the traction power supply system and generate operation adjustment instructions to optimize the energy consumption level of the traction power supply system; or, based on the adjusted power supply structure of the traction power supply section, conduct an operational capability assessment of the traction power supply system and generate operation adjustment instructions to improve the operational capability of the traction power supply system. The system operation capacity improvement coefficient includes a first system operation capacity improvement coefficient and a second system operation capacity improvement coefficient. The calculation methods for the system operation capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient in each traction power supply section are as follows: The first improvement factor in system operating capacity ; Second enhancement factor for system operating capacity ; System regenerative braking energy utilization improvement coefficient ; in, , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition after performing relevant operations; , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition before the relevant operations are performed; This represents the rated voltage of the traction power supply system; , This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation before and after relevant operations. , This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation before and after relevant operations.

2. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 1, characterized in that, Step S2 includes: For traction power supply sections where the bilateral tie switches are open, the operating status of the power supply arms of the traction substations is determined periodically by time T. If the power supply arm of any traction substation in the traction power supply section is in traction mode, the bilateral tie switches are closed, and the power supply is transferred through the tie switches. After a time interval, the circuit is disconnected, and the electrical data when the bilateral interconnection switch is closed is collected, combined with the data from the previous time interval. The internally collected electrification data is used to calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient, and to optimize and adjust the system power supply structure. If the system's operating capacity is improved by the first factor Or the second enhancement factor of system operating capacity Or the system regenerative braking energy utilization enhancement coefficient Then, close the bilateral interconnection switch between the traction substations to put the system into bilateral power supply mode; if the system operating capacity first enhancement coefficient Furthermore, the system's operational capability has a second enhancement factor. Furthermore, the system's regenerative braking energy utilization efficiency is improved. If the bilateral interconnection switch remains open, the operating status of the traction substation power supply arm will be reassessed in the next time period T. To adjust the threshold for the system's operational capability enhancement coefficient, The threshold for adjusting the regenerative braking energy utilization coefficient of the system is determined.

3. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 2, characterized in that, Step S2 also includes: After the system enters the bilateral power supply mode, the bilateral interconnection switch is disconnected for one time interval within each time period T. After closing, record the electrification data when opening, and update the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient before and after the operation; if the system operating capacity first improvement coefficient Furthermore, the system's operational capability has a second enhancement factor. Furthermore, the system's regenerative braking energy utilization efficiency is improved. If the bilateral interconnection switch between traction substations is disconnected, the operating status of the traction substation power supply arm will be reassessed in the next cycle; if the system operating capacity is improved by the first coefficient... Or the second enhancement factor of system operating capacity Or the system regenerative braking energy utilization enhancement coefficient Then the bilateral power supply connection switch remains closed.

4. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 1, characterized in that, Based on the adjusted power supply structure of the traction power supply section, the energy consumption level of the traction power supply system is assessed, and operation adjustment commands are generated. Methods for optimizing the energy consumption level of the traction power supply system include: S301. When the multi-source traction power supply section is in dual-side power supply mode. and At the same time, increase the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Reduce the output voltage at the feeder end of the left power supply arm of the right traction substation within the power supply section. During voltage regulation, the system regenerative braking energy utilization improvement coefficient before and after voltage regulation is compared. To maximize the utilization of regenerative braking energy within the system; This represents the traction power of the right-side power supply arm of the i-th traction substation. This represents the traction power of the left power supply arm of the (i+1)th traction substation. S302. When the multi-source traction power supply section is in dual-side power supply mode. and At the same time, reduce the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Increase the output voltage at the feeder end of the left power supply arm of the right traction substation within the power supply section. During voltage regulation, the system regenerative braking energy utilization improvement coefficient before and after voltage regulation is compared. This maximizes the utilization of regenerative braking energy within the system.

5. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 4, characterized in that, Based on the adjusted power supply structure of the traction power supply section, the method of assessing the energy consumption level of the traction power supply system and generating operation adjustment commands to optimize the energy consumption level of the traction power supply system also includes: S303. When the multi-source traction power supply section is in bilateral power supply mode. and At the same time, the output power distribution ratio of two adjacent traction substations in the traction power supply section is adjusted, thereby adjusting the regenerative braking energy distribution ratio and realizing the distribution and regulation of regenerative braking energy in the system. S304. When the multi-source traction power supply section is in dual-side power supply mode. and At the same time, adjust the output voltage of the feeder end of the power supply arm of the two adjacent traction substations, thereby adjusting the regenerative braking energy storage and distribution ratio; S305. When the multi-source traction power supply section is not in a dual-side power supply mode. or At the same time, increase the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Or the output voltage of the feeder end of the left power supply arm of the right traction substation within the power supply section. This will increase the proportion of regenerative braking energy absorbed within the power supply arm and reduce the proportion of regenerative braking energy returned to the traction substation.

6. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 1, characterized in that, Based on the adjusted power supply structure of the traction power supply section, the methods for assessing the operational capacity of the traction power supply system and generating operational adjustment commands to improve the operational capacity of the traction power supply system include: S306. When the multi-source traction power supply section is in a bilateral power supply mode, and the voltage values ​​at the feeder terminals of the left and right power supply arms of the substation do not reach the expected minimum voltage of the system, increase the output voltage at the feeder terminal of the right power supply arm of the left traction substation within the power supply section. Or / and the output voltage of the feeder end of the left power supply arm of the right traction substation within the power supply section This will improve the operational capability of the traction power supply system; When adjusting the output voltage, compare the first and second improvement coefficients of the system operating capability before and after adjustment. When either the first or second improvement coefficient of the system operating capability first decreases, or... >29kV or >29kV, and then reverse fine adjustment is carried out to achieve the system operation capacity improvement coefficient to meet the operation requirements.

7. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 6, characterized in that, Based on the adjusted power supply structure of the traction power supply section, methods for assessing the operational capability of the traction power supply system and generating operational adjustment commands to improve the operational capability of the traction power supply system also include: S307. When a multi-source traction power supply section is not in a dual-side power supply mode, increase the output voltage of the feeder end of the right power supply arm of the left traction substation within the power supply section. Or the output voltage of the feeder end of the left power supply arm of the right traction substation within the power supply section. To improve the operational capabilities of the traction power supply system; When adjusting the output voltage, compare the first and second improvements in system operating capability before and after adjustment. When either the first or second improvement in system operating capability first decreases, or... >29kV or >29kV, and then reverse fine adjustment is carried out to achieve the system operation capacity improvement coefficient to meet the operation requirements.

8. The method for assessing energy consumption levels and optimizing operation of a traction power supply system according to claim 6, characterized in that, The expected minimum voltage of the system is the sum of the minimum limit voltage and the set threshold. The minimum operating voltage of the contact network of the traction power supply system of high-speed railway and intercity railway is 20kV, the minimum operating voltage of the contact network of the EMU train at full power is 22.5kV, and the minimum operating voltage of the contact network of other railways is 19kV. The minimum limit voltage meets the requirements of the minimum operating voltage.

9. A traction power supply system energy consumption level assessment and operation optimization adjustment system, used to implement the traction power supply system energy consumption level assessment and operation optimization adjustment method according to any one of claims 1-8, characterized in that, The system includes: The electrification data acquisition module is used to acquire data according to sampling time intervals. The voltage and current data at the feeder of each traction substation, inside the traction substation, and at the feeder of each section substation are obtained. The traction power supply system is divided into several sequentially connected power supply sections. Based on the obtained voltage and current data, the electrification data information of each traction power supply section is determined. The power supply structure continuous optimization module for the traction power supply section is used to determine the working status of the double-sided tie switches in the power supply section, operate the double-sided tie switches according to the working status of the double-sided tie switches or the operating status of the power supply arm of the traction substation, calculate the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient by combining the electrification data before and after the operation, adjust the power supply structure of the traction power supply section according to the obtained coefficients, and realize the continuous cyclic optimization of the power supply structure with time T as the cycle. The traction power supply system energy consumption level optimization or operation capability improvement module is used to assess the energy consumption level of the traction power supply system based on the adjusted power supply structure of the traction power supply section, and generate operation adjustment instructions to achieve energy consumption level optimization of the traction power supply system; or, based on the adjusted power supply structure of the traction power supply section, to assess the operation capability of the traction power supply system, and generate operation adjustment instructions to achieve operation capability improvement of the traction power supply system. The system operating capacity improvement coefficient includes a first system operating capacity improvement coefficient and a second system operating capacity improvement coefficient. The calculation methods for the system operating capacity improvement coefficient and the system regenerative braking energy utilization improvement coefficient are as follows: The first improvement factor in system operating capacity ; Second enhancement factor for system operating capacity ; System regenerative braking energy utilization improvement coefficient ; in, , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition after performing relevant operations; , These represent the instantaneous voltages at the feeder ends of the left and right power supply arms of the z-th partition before the relevant operations are performed; This represents the rated voltage of the traction power supply system; , This represents the instantaneous traction power collected by the right-side power supply arm of the i-th traction substation before and after relevant operations. , This represents the instantaneous traction power collected by the left power supply arm of the (i+1)th traction substation before and after relevant operations.

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