Operation diagram energy-saving method for rail transit

Abstract

An operation diagram energy-saving method for rail transit, which method relates to the technical field of rail transit, and comprises the following steps: collecting train operation data on the basis of an initial operation diagram, and determining an optimization range of a rail transit line (S1); on the basis of the optimization range of the rail transit line, determining an energy-saving optimization objective, and on the basis of the energy-saving optimization objective, formulating a regenerative braking adjustment strategy set (S2); and on the basis of the regenerative braking adjustment strategy set, optimizing a train operation scheme in the initial operation diagram, so as to generate an energy-saving optimized operation diagram (S3). By means of analyzing the situation in which a plurality of trains simultaneously perform regenerative braking in the existing operation diagram, a train operation diagram is optimized and adjusted, such that the situation in which two or more trains simultaneously perform regenerative braking within a certain length range of a rail transit line is avoided, and within the same time, the number of trains that perform traction is consistent with the number of trains that perform regenerative braking, thereby making full use of regenerative braking energy of trains, and greatly reducing the traction energy consumption in rail transit.

Description

A diagram energy-saving method for rail transit TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a diagram energy-saving method for rail transit. BACKGROUND

[0002] In the rail transit system, the traction energy consumption is the main component of the total energy consumption, and the energy consumption accounts for more than 50%. Due to the particularity of the subway line, the train needs to frequently start and brake during the running process, which leads to a large amount of power consumption. The traditional train diagram mainly considers the passenger flow and the train running cycle, and often ignores the interaction of the electrical characteristics between adjacent trains. In this case, the current taking and feedback of adjacent trains lack systematic cooperation, resulting in the superposition of the start and stop currents of adjacent trains, which aggravates the fluctuation of the power grid current. At the same time, the current fluctuation will produce additional energy loss in the process of voltage conversion and AC-DC conversion. The more severe the current fluctuation, the greater the traction energy consumption.

[0003] In the traction energy consumption, the train regenerative braking energy accounts for 30-40% of the traction electricity, of which about 60% of the energy is absorbed by adjacent trains, and the remaining about 40% of the energy is usually consumed in the form of heat through the on-board braking resistor, which not only wastes electricity but also reduces the overall efficiency of the system. The unspent regenerative energy may be fed back to the medium-voltage network for power lighting load, but the energy that is not fully utilized will eventually be fed back to the 110kV power grid. Taking a 6-car B-type train as an example, the maximum regenerative braking power of a single train can reach 5-6MW, and when two trains are braking at the same time, the maximum regenerative power can reach 10-12MW. If all of this energy is fed back to the 35kV medium-voltage network in a short time (less than 20 seconds), due to the large amount of energy and the short time, the feedback energy cannot be fully absorbed and utilized, and can only be sent back to the 110kV power grid. This is a huge waste of energy for rail transit users.

[0004] The existing train diagram does not consider the superposition effect of the current of adjacent trains during starting and braking, which makes the regenerative braking energy of the rail transit train cannot be fully utilized, and even leads to the situation that the energy is sent back to the power grid. Therefore, there is an urgent need for a diagram energy-saving method for rail transit, which can fully absorb the regenerative braking energy of the train by adjusting the train diagram, and greatly reduce the traction energy consumption of rail transit.

[0005] At present, no effective solution has been proposed to solve the problems in the related art. TECHNICAL PROBLEM

[0006] In view of the problems in the prior art, the present application provides a train operation diagram energy-saving method for rail transit, which has the advantages of adjusting the train operation diagram, fully absorbing the regenerated braking energy of the train, and greatly reducing the traction energy consumption of the rail transit, thereby solving the problem that the regenerated braking energy of the rail transit train cannot be fully utilized in the prior art, and even leading to the situation that energy is sent back to the power grid. Technical solutions

[0007] To this end, the present application adopts the following specific technical solutions:

[0008] A train operation diagram energy-saving method for rail transit, comprising the following steps:

[0009] S1, collecting train operation data based on an initial operation diagram, and determining an optimization range of the rail transit line;

[0010] S2, determining an energy-saving optimization target according to the optimization range of the rail transit line, and formulating a regenerated braking adjustment strategy set based on the energy-saving optimization target;

[0011] S3, optimizing the train operation scheme in the initial operation diagram based on the regenerated braking adjustment strategy set, and generating an energy-saving optimized operation diagram.

[0012] Further, the train operation data collected based on the initial operation diagram comprises:

[0013] Train departure time, train stop time, arrival station regenerated braking time, and train section operation time.

[0014] Further, the energy-saving optimization target determined according to the optimization range of the rail transit line comprises:

[0015] Single station regenerated braking conflict target, adjacent station regenerated braking conflict target, multi-station section regenerated braking conflict target, and preset mileage range regenerated braking conflict target.

[0016] Further, the energy-saving optimization target determined according to the optimization range of the rail transit line, and the regenerated braking adjustment strategy set formulated based on the energy-saving optimization target comprise the following steps:

[0017] S21, formulating a first regenerated braking adjustment strategy based on the single station regenerated braking conflict target;

[0018] S22, formulating a second regenerated braking adjustment strategy based on the adjacent station regenerated braking conflict target;

[0019] S23, formulating a third regenerated braking adjustment strategy based on the multi-station section regenerated braking conflict target;

[0020] S24, formulating a fourth regenerative braking adjustment strategy based on the preset mileage range regenerative braking conflict target, and constructing a regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy.

[0021] Further, formulating the first regenerative braking adjustment strategy based on the single station regenerative braking conflict target includes the following steps:

[0022] S211, comparing the entering station regenerative braking times of all trains in a single station, if the entering station regenerative braking times of two trains overlap, marking the two trains as a single station train pair;

[0023] S212, identifying the overlapping time periods of the entering station regenerative braking times of the two trains in each single station train pair, and establishing a single station overlapping time period list;

[0024] S213, adjusting the entering station regenerative braking time of at least one train in each single station train pair based on the single station overlapping time period list to eliminate all overlapping time periods in the single station overlapping time period list, and generating the first regenerative braking adjustment strategy based on the adjustment result.

[0025] Further, formulating the second regenerative braking adjustment strategy based on the adjacent station regenerative braking conflict optimization target includes the following steps:

[0026] S221, comparing the entering station regenerative braking times of all trains in an adjacent station, if the entering station regenerative braking times of two trains overlap, marking the two trains as an adjacent station train pair;

[0027] S222, identifying the overlapping time periods of the entering station regenerative braking times of the two trains in each adjacent station train pair, and establishing an adjacent station overlapping time period list;

[0028] S223, adjusting the entering station regenerative braking time of at least one train in each adjacent station train pair based on the adjacent station overlapping time period list to eliminate all overlapping time periods in the adjacent station overlapping time period list, and generating the second regenerative braking adjustment strategy based on the adjustment result.

[0029] Further, formulating the third regenerative braking adjustment strategy based on the multi-station section regenerative braking conflict optimization target includes the following steps:

[0030] S231, comparing the entering station regenerative braking times of all trains in a multi-station section station, if the entering station regenerative braking times of two trains overlap, marking the two trains as a multi-station section station train pair;

[0031] S232, identify the overlapping time period of the arrival regenerative braking time of two trains in each multi-station section station train pair, and establish a multi-station section station overlapping time period list;

[0032] S233, based on the multi-station section station overlapping time period list, adjust the arrival regenerative braking time of at least one train in each multi-station section station train pair to eliminate all overlapping time periods in the multi-station section station overlapping time period list, and generate a third regenerative braking adjustment strategy based on the adjustment result.

[0033] Further, based on the preset mileage range regenerative braking conflict optimization goal, formulate a fourth regenerative braking adjustment strategy, and construct a regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy, including the following steps:

[0034] S241, compare the arrival regenerative braking time of all trains in the preset mileage range station, if it is found that the arrival regenerative braking time of two trains overlaps, then mark the two trains as a preset mileage range station train pair;

[0035] S242, identify the overlapping time period of the arrival regenerative braking time of two trains in each preset mileage range station train pair, and establish a preset mileage range station overlapping time period list;

[0036] S243, based on the preset mileage range station overlapping time period list, adjust the arrival regenerative braking time of at least one train in each preset mileage range station train pair to eliminate all overlapping time periods in the preset mileage range station overlapping time period list, and generate a fourth regenerative braking adjustment strategy based on the adjustment result;

[0037] S244, generate a regenerative braking adjustment strategy set based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy.

[0038] Further, based on the regenerative braking adjustment strategy set, optimize the train operation scheme in the initial operation diagram to generate an energy-saving optimized operation diagram, including the following steps:

[0039] S31, based on the regenerative braking adjustment strategy set, adjust the train number in the initial operation diagram, for the station where the train regenerative braking arrives, arrange a train to depart in traction at the station, or arrange a train to depart in traction at the adjacent station;

[0040] S32, adjust the number of trains in the initial operation diagram in the specified length rail transit line to ensure that the number of trains in traction and regenerative braking at the same time is consistent;

[0041] S33, generating an energy-saving optimized operation diagram according to the adjusted initial operation diagram.

[0042] Further, the trains in the rail transit line all have regenerative braking function, and the traction network voltage level of the rail transit line is set as DC1500V or DC750V. Advantages

[0043] The advantages of the present application are:

[0044] (1) The present application optimizes and adjusts the operation diagram of the train by analyzing the simultaneous regenerative braking of multiple trains in the existing operation diagram, avoids the simultaneous regenerative braking of two or more trains within a certain length range of the rail transit line, and keeps the number of trains for traction and regenerative braking consistent at the same time, so that the regenerative braking energy of the train can be fully utilized to achieve the purpose of energy saving.

[0045] (2) After adjusting the operation diagram by using the present application, the regenerative braking energy of the train can be completely absorbed, greatly reducing the traction energy consumption of the rail transit. BRIEF DESCRIPTION OF DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments. Obviously, the drawings in the following description only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0047] Fig. 1 is a flow diagram of a method for saving energy of an operation diagram for rail transit according to an embodiment of the present application;

[0048] Fig. 2 is an embodiment diagram of a method for saving energy of an operation diagram for rail transit according to an embodiment of the present application. Best mode of the present application

[0049] In order to further illustrate the embodiments, the present application provides drawings which are part of the disclosure of the present application, mainly used to illustrate the embodiments, and can be explained with the related description of the specification to explain the operating principle of the embodiments. With reference to these contents, those skilled in the art should understand other possible embodiments and advantages of the present application. The components in the drawings are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0050] According to an embodiment of the present application, a method for saving energy of an operation diagram for rail transit is provided.

[0051] The application will be further described in conjunction with the drawings and specific embodiments. As shown in FIG. 1, according to one embodiment of the application, an energy-saving method for a rail transit diagram is provided, which comprises the following steps:

[0052] S1, collecting train operation data based on an initial operation diagram, and determining an optimization range of a rail transit line;

[0053] S2, determining an energy-saving optimization target according to the optimization range of the rail transit line, and formulating a set of regenerative braking adjustment strategies based on the energy-saving optimization target;

[0054] S3, optimizing train operation strategies in the initial operation diagram based on the set of regenerative braking adjustment strategies, and generating an energy-saving optimized operation diagram.

[0055] In one embodiment, the train operation data collected based on the initial operation diagram comprises:

[0056] Train departure time, train stop time, in-station regenerative braking time, and train interval operation time.

[0057] In one embodiment, the energy-saving optimization target determined according to the optimization range of the rail transit line comprises:

[0058] Single-station regenerative braking conflict target, adjacent-station regenerative braking conflict target, multi-station section regenerative braking conflict target, and preset mileage range regenerative braking conflict target.

[0059] Specifically, in this embodiment, the single-station regenerative braking conflict target is to avoid any station having two trains simultaneously performing in-station regenerative braking; the adjacent-station regenerative braking conflict target is to avoid any two adjacent stations (such as station 1 and station 2, station 2 and station 3, station 3 and station 4, …) having two or more trains simultaneously performing regenerative braking; the multi-station section regenerative braking conflict target is to avoid any three adjacent stations (such as station 1, station 2, and station 3, station 2, station 3, and station 4, station 3, station 4, and station 5, …) having two or more trains simultaneously performing regenerative braking; and the preset mileage range regenerative braking conflict target is to avoid any 4 km (such as K1+000-K5+000, K1+100-K5+100, …) range having two or more trains simultaneously performing regenerative braking.

[0060] In one embodiment, determining an energy-saving optimization target according to the optimization range of the rail transit line, and formulating a set of regenerative braking adjustment strategies based on the energy-saving optimization target comprises the following steps:

[0061] S21, formulating a first regenerative braking adjustment strategy based on the single-station regenerative braking conflict target;

[0062] S22, formulating a second regenerative braking adjustment strategy based on the adjacent station regenerative braking conflict target;

[0063] S23, formulating a third regenerative braking adjustment strategy based on the multi-station section regenerative braking conflict target;

[0064] S24, formulating a fourth regenerative braking adjustment strategy based on the preset mileage range regenerative braking conflict target, and constructing a regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy.

[0065] In one embodiment, formulating the first regenerative braking adjustment strategy based on the single station regenerative braking conflict target comprises the following steps:

[0066] S211, comparing the station entry regenerative braking time of all trains in a single station, and if it is found that the station entry regenerative braking time of two trains overlaps, marking the two trains as a single station train pair;

[0067] S212, identifying the overlapping time period of the station entry regenerative braking time of the two trains in each single station train pair, and establishing a single station overlapping time period list;

[0068] S213, adjusting the station entry regenerative braking time of at least one train in each single station train pair based on the single station overlapping time period list to eliminate all overlapping time periods in the single station overlapping time period list, and generating the first regenerative braking adjustment strategy based on the adjustment result.

[0069] Specifically, to avoid any two trains entering a station for regenerative braking at the same time, in this embodiment, taking station 1 as an example, the station entry regenerative braking time period of train A is 8:00:00-8:00:20, the station entry regenerative braking time period of train B is 8:00:10-8:00:30, and the overlapping time period of train A and train B entering station 1 for regenerative braking at the same time is 8:00:10-8:00:20. The station entry regenerative braking time period of train B (or train A) is adjusted to 8:00:21-8:00:31 to avoid the station entry regenerative braking time period of train A, i.e. 8:00:00-8:00:20.

[0070] In one embodiment, formulating the second regenerative braking adjustment strategy based on the adjacent station regenerative braking conflict optimization target comprises the following steps:

[0071] S221, comparing the station entry regenerative braking time of all trains in adjacent stations, and if it is found that the station entry regenerative braking time of two trains overlaps, marking the two trains as an adjacent station train pair;

[0072] S222, identify the overlapping time period of the arrival regenerative braking time of the two trains in each adjacent station train pair, and establish an adjacent station overlapping time period list;

[0073] S223, based on the adjacent station overlapping time period list, adjust the arrival regenerative braking time of at least one train in each adjacent station train pair to eliminate all overlapping time periods in the adjacent station overlapping time period list, and generate a second regenerative braking adjustment strategy based on the adjustment result.

[0074] Specifically, avoid any two adjacent stations (such as station 1 and station 2, station 2 and station 3, station 3 and station 4, …) have two or more trains regenerative braking at the same time, in this embodiment, taking two adjacent stations (station 1, station 2) as an example, in station 1, the arrival regenerative braking time period of train A is 8:00:00-8:00:20; in station 2, the arrival regenerative braking time period of train B is 8:00:10-8:00:30; the overlapping time period of train A and train B in station 1 and station 2 is 8:00:10-8:00:20, adjust the arrival regenerative braking time period of train B (or train A) to 8:00:21-8:00:31, avoid the arrival regenerative braking time period of train A 8:00:00-8:00:20.

[0075] In one embodiment, based on the multi-station section regenerative braking conflict optimization target, the third regenerative braking adjustment strategy includes the following steps:

[0076] S231, compare the arrival regenerative braking time of all trains in the multi-station section station, if the arrival regenerative braking time of two trains overlaps, mark the two trains as a multi-station section station train pair;

[0077] S232, identify the overlapping time period of the arrival regenerative braking time of the two trains in each multi-station section station train pair, and establish a multi-station section station overlapping time period list;

[0078] S233, based on the multi-station section station overlapping time period list, adjust the arrival regenerative braking time of at least one train in each multi-station section station train pair to eliminate all overlapping time periods in the multi-station section station overlapping time period list, and generate a third regenerative braking adjustment strategy based on the adjustment result.

[0079] Specifically, avoid any three adjacent stations (such as station 1 and station 2 and station 3, station 2 and station 3 and station 4, station 3 and station 4 and station 5, …) have two trains and two trains or more simultaneously regenerative braking, in this embodiment, taking the adjacent three stations (station 1, station 2, station 3) as an example, in station 1, the arrival regenerative braking time period of train A is 8:00:00-8:00:20; in station 3, the arrival regenerative braking time period of train B is 8:00:10-8:00:30; the overlapping time period of train A and train B simultaneously regenerative braking in station 1-station 3 section is 8:00:10-8:00:20, adjust the arrival regenerative braking time period of train B (or train A) to 8:00:21-8:00:31, avoid the arrival regenerative braking time period of train A 8:00:00-8:00:20.

[0080] In one embodiment, based on the preset mileage range regenerative braking conflict optimization target, a fourth regenerative braking adjustment strategy is formulated, and a regenerative braking adjustment strategy set is constructed according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy, including the following steps:

[0081] S241, comparing the arrival regenerative braking time of all trains in a preset mileage range station, if it is found that the arrival regenerative braking time of two trains overlaps, the two trains are marked as a preset mileage range station train pair;

[0082] S242, identifying the overlapping time period of the arrival regenerative braking time of two trains in each preset mileage range station train pair, and establishing a preset mileage range station overlapping time period list;

[0083] S243, based on the preset mileage range station overlapping time period list, adjusting the arrival regenerative braking time of at least one train in each preset mileage range station train pair to eliminate all overlapping time periods in the preset mileage range station overlapping time period list, and generating a fourth regenerative braking adjustment strategy based on the adjustment result;

[0084] S244, based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy, generating a regenerative braking adjustment strategy set.

[0085] Specifically, the stations within the preset mileage range (in this embodiment, within any adjacent 4 km range) are avoided from having two or more trains simultaneously regenerative braking. In the above embodiment, within the mileage range K1+000-K5+000, the train A has a station entry regenerative braking time period of 8:00:00-8:00:20, and the train B has a station entry regenerative braking time period of 8:00:10-8:00:30. The train A and the train B have an overlapping time period of 8:00:10-8:00:20 within the mileage range K1+000-K5+000 for simultaneously station entry regenerative braking. The station entry regenerative braking time period of the train B (or the train A) is adjusted to 8:00:21-8:00:31 to avoid the station entry regenerative braking time period 8:00:00-8:00:20 of the train A.

[0086] In one embodiment, based on the set of regenerative braking adjustment strategies, the train operation scheme in the initial operation diagram is optimized to generate the energy-saving optimized operation diagram, including the following steps:

[0087] S31, based on the set of regenerative braking adjustment strategies, adjusting the train service in the initial operation diagram, for the station where the train regenerative braking enters, arranging a train to traction out of the station, or arranging a train to traction out of the adjacent station;

[0088] Specifically, for the station where the train regenerative braking enters, a train is preferentially arranged to traction out of the station, or a train is arranged to traction out of the adjacent station. In this embodiment, taking the station 1 as an example, the train A has a station entry regenerative braking time period of 8:00:00-8:00:20, and the train B is arranged to traction out of the station from 8:00:00 to 8:00:20.

[0089] S32, adjusting the number of trains in the initial operation diagram within the specified length of the rail transit line to ensure that the number of trains for traction and regenerative braking at the same time is consistent;

[0090] Specifically, within a certain length of the rail transit line (in this embodiment, 6 km), the number of trains in the initial operation diagram within the specified length of the rail transit line is adjusted to make the number of trains for traction and regenerative braking at the same time consistent.

[0091] S33, generating the energy-saving optimized operation diagram according to the adjusted initial operation diagram.

[0092] Specifically, according to the adjusted initial train diagram, the train departure time is adjusted, the train stopping time is adjusted, and the train interval running time is adjusted, to generate a new train diagram. In this embodiment, the departure time of train A at the departure station station 1 is 7:00:00, which is adjusted to 7:00:10; the stopping time of train B at station 2 is 30s, which is adjusted to 25s or 40s; and the running time of train C between station 1 and station 2 is 1 minute and 30 seconds, which is adjusted to 1 minute and 35 seconds.

[0093] In one embodiment, the trains in the rail transit line all have regenerative braking function, and the traction network voltage level of the rail transit line is set to DC1500V or DC750V.

[0094] In order to facilitate the understanding of the above technical solutions of the present application, the working principle or operation mode of the present application in actual process will be described in detail below.

[0095] In actual application, as shown in FIG. 2, the running diagram of rail transit within a period of time 7:00-8:00 is given in the figure. In the figure, station 1 is 2 trains at a time entering the station braking at 7:25-8:00, station 6 is 2 trains at a time entering the station braking at 7:15-8:00, and station 10 is 2 trains at a time entering the station braking at 7:00-8:00. Since the train entering station braking time is generally not more than 20s, through fine adjustment, the time of simultaneous entering station braking is staggered to ensure that only one train brakes at each station at the same time. For a 6-car B-type train, the maximum braking power is only 5-6MW, most of which can be absorbed by adjacent trains through the through DC1500V or DC750V traction network, or inverted back to the medium voltage network for absorption, greatly reducing the probability of sending electricity back to the 110kV power grid. At the same time, through energy-saving optimization of the running diagram, one train is adjusted to brake and the other train is adjusted to start, so that the regenerative braking energy is completely absorbed by the adjacent train, completely saving energy, and the energy feedback device does not need to be started, and there is no situation of sending electricity back.

[0096] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for energy saving in a rail transit operation diagram, characterized in that: The energy-saving method for rail transit operation diagram comprises the following steps: S1. Collect train operation data based on the initial operation diagram and determine the optimization scope of the rail transit line; S2. Determine an energy-saving optimization target according to the optimization scope of the rail transit line, and formulate a regenerative braking adjustment strategy set based on the energy-saving optimization target; S3. Based on the regenerative braking adjustment strategy set, optimize the train operation plan in the initial operation diagram and generate an energy-saving optimized operation diagram.

2. The energy-saving method for rail transit operation diagram according to claim 1, characterized in that: The train operation data collected based on the initial operation diagram includes: Train departure time, train stop time, station entry regenerative braking time and train interval running time.

3. The energy-saving method for rail transit operation diagram according to claim 2, characterized in that: The energy-saving optimization goals determined according to the optimization scope of the rail transit line include: Regenerative braking conflict targets for a single station, adjacent stations, multiple stations, and a preset mileage range.

4. The energy-saving method for rail transit operation diagram according to claim 3, characterized in that: Determining the energy-saving optimization target according to the optimization range of the rail transit line and formulating the regenerative braking adjustment strategy set based on the energy-saving optimization target includes the following steps: S21. formulating a first regenerative braking adjustment strategy based on the regenerative braking conflict target of a single station; S22. formulating a second regenerative braking adjustment strategy based on the regenerative braking conflict target of the adjacent station; S23. Formulate a third regenerative braking adjustment strategy based on the regenerative braking conflict targets in the multi-station section; S24. Formulate a fourth regenerative braking adjustment strategy based on the preset mileage range regenerative braking conflict target, and construct a regenerative braking adjustment strategy set based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy, and the fourth regenerative braking adjustment strategy.

5. The energy-saving method for rail transit operation diagram according to claim 4, characterized in that: Formulating a first regenerative braking adjustment strategy based on a single station regenerative braking conflict target includes the following steps: S211. Compare the regenerative braking times of all trains entering a single station. If it is found that the regenerative braking times of two trains entering the station overlap, mark the two trains as a single-station train pair. S212, identifying the overlapping time periods of the regenerative braking times of two trains entering the station in each single station train pair, and establishing a list of overlapping time periods for the single station; S213. Based on the single station overlapping time period list, adjust the entry regenerative braking time of at least one train in each single station train pair to eliminate all overlapping time periods in the single station overlapping time period list, and generate a first regenerative braking adjustment strategy based on the adjustment result.

6. The energy-saving method for rail transit operation diagram according to claim 5, characterized in that: Formulating the second regenerative braking adjustment strategy based on the adjacent station regenerative braking conflict optimization target includes the following steps: S221. Compare the regenerative braking times of all trains entering adjacent stations. If it is found that the regenerative braking times of two trains entering the station overlap, mark the two trains as an adjacent station train pair. S222, identifying the overlapping time periods of the regenerative braking times of two trains entering the station in each adjacent station train pair, and establishing a list of overlapping time periods of adjacent stations; S223. Based on the list of overlapping time periods at adjacent stations, adjust the regenerative braking time of at least one train in each train pair at adjacent stations to eliminate all overlapping time periods in the list of overlapping time periods at adjacent stations, and generate a second regenerative braking adjustment strategy based on the adjustment result.

7. The energy-saving method for rail transit operation diagram according to claim 6, characterized in that: Formulating the third regenerative braking adjustment strategy based on the multi-station section regenerative braking conflict optimization target includes the following steps: S231. Compare the regenerative braking times of all trains entering a station in a multi-station section. If it is found that the regenerative braking times of two trains entering a station overlap, mark the two trains as a multi-station section train pair. S232, identifying the overlapping time periods of the regenerative braking times of two trains entering the station in each multi-station section train pair, and establishing a list of overlapping time periods of the multi-station section stations; S233. Based on the list of overlapping time periods of multi-station section stations, adjust the entry regenerative braking time of at least one train in each multi-station section station train pair to eliminate all overlapping time periods in the list of overlapping time periods of multi-station section stations, and generate a third regenerative braking adjustment strategy based on the adjustment result.

8. The energy-saving method for rail transit operation diagram according to claim 7, characterized in that: The formulating of the fourth regenerative braking adjustment strategy based on the preset mileage range regenerative braking conflict optimization target and constructing the regenerative braking adjustment strategy set according to the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy and the fourth regenerative braking adjustment strategy includes the following steps: S241. Compare the regenerative braking times of all trains entering a station within a preset mileage range. If it is found that the regenerative braking times of two trains entering a station overlap, mark the two trains as a train pair within the preset mileage range. S242, identifying the overlapping time periods of the regenerative braking times of two trains entering the station in each train pair at a preset mileage range, and establishing a list of overlapping time periods for stations at the preset mileage range; S243. Based on the list of overlapping time periods at stations within the preset mileage range, adjust the regenerative braking time of at least one train in each train pair at each station within the preset mileage range to eliminate all overlapping time periods in the list of overlapping time periods at stations within the preset mileage range, and generate a fourth regenerative braking adjustment strategy based on the adjustment result. S244 : Generate a regenerative braking adjustment strategy set based on the first regenerative braking adjustment strategy, the second regenerative braking adjustment strategy, the third regenerative braking adjustment strategy, and the fourth regenerative braking adjustment strategy.

9. The energy-saving method for rail transit operation diagram according to claim 8, characterized in that: Optimizing the train operation plan in the initial operation diagram based on the regenerative braking adjustment strategy set to generate an energy-saving optimized operation diagram includes the following steps: S31. Based on the regenerative braking adjustment strategy set, adjust the train numbers in the initial operation diagram. For a station where a train enters using regenerative braking, arrange a train to pull out of the station, or arrange a train to pull out of the station at an adjacent station. S32. Adjust the number of trains within the specified length of the rail transit line in the initial operation diagram to ensure that the number of trains performing traction and regenerative braking at the same time is consistent; S33. Generate an energy-saving optimized operation diagram based on the adjusted initial operation diagram.

10. The energy-saving method for rail transit operation diagram according to claim 9, characterized in that: The trains in the rail transit line all have a regenerative braking function, and the traction network voltage level of the rail transit line is set to DC1500V or DC750V.

Images