CN103661434B - A kind of operation control method for train - Google Patents

Abstract

The invention provides a train operation control method, comprising: obtaining the relationship between the energy loss of the train and the maximum running speed according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics; , to obtain the maximum running speed when the energy loss of the train is the smallest; according to the maximum running speed, obtain the constant speed running time and the speed when starting the maximum braking; The speed during braking is used to obtain an energy-saving train operation curve; the train operation is controlled according to the energy-saving train operation curve. Through the train operation control method provided by the embodiment of the present invention, according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, the train operation curve under the condition of the minimum energy consumption of the train can be obtained, and the obtained energy-saving train operation curve is more efficient. Accurate, the energy-saving efficiency of train operation is higher.

Description

A method for controlling train operation

technical field

The invention relates to the field of train control, in particular to a train energy-saving operation control method.

Background technique

Numerous research data at home and abroad show that the most energy-saving control principle of train operation is composed of four operating conditions: maximum traction, constant speed operation, coasting and maximum braking. In order to realize the energy-saving operation of the train, it is necessary to draw the train operation curve and control the operation of the train according to the train operation curve. Under the four operating conditions of maximum traction, constant speed running, coasting and maximum braking, the train operating curve can be determined as long as the transition points of each train condition are determined. To determine each conversion point, it is necessary to determine the maximum running speed, the time of running at a constant speed, and the speed at which the maximum braking starts.

In the prior art, the method of determining the transition point of working conditions is mainly through a heuristic algorithm: set a maximum operating speed, and calculate the corresponding operating time and start maximum operating time under each working condition according to the maximum operating speed and the driver's driving experience. The speed when braking, and judge whether the obtained parameters meet the requirements of the total running distance and total running time. If not, reset the new maximum running speed and perform the same processing until a set of data is found that can meet the total running time. According to the requirements of running distance and total running time, each working condition conversion point is determined according to this set of data.

It can be seen from the above description that the method in the prior art determines the switching point of the working condition through the cycle test and the train driving experience, and controls the train operation according to the obtained train operation curve, and the energy saving efficiency is low.

Contents of the invention

The invention provides a train operation control method, which can achieve higher energy saving efficiency.

The invention provides a train operation control method, comprising:

According to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, the relationship between the energy loss of the train and the maximum running speed is obtained;

According to the relationship between the train energy loss and the maximum operating speed, the energy-saving maximum operating speed when the train energy loss is the smallest is obtained;

According to the energy-saving maximum running speed, the constant speed running time and the speed when starting the maximum braking are obtained;

Obtain an energy-saving train running curve according to the energy-saving maximum running speed, the constant-speed running time, and the speed when the maximum braking starts;

Train operation is controlled according to the energy-saving train operation curve.

Further, the relationship between train energy loss and maximum operating speed is obtained according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, including:

According to the traction characteristics and air resistance characteristics of the train, the traction force acceleration, traction running distance, traction running time and traction energy loss are obtained;

According to the braking characteristics and air resistance characteristics of the train, the braking force acceleration, braking running distance, braking running time and braking regenerative energy are obtained;

According to the characteristics of air resistance, the acceleration of coasting force, coasting distance and coasting time can be obtained;

According to the first relationship, the second relationship and the third relationship, the relationship between the energy loss of the train and the maximum running speed is obtained;

The first relationship is that the sum of traction running distance, braking running distance, coasting running distance and constant speed running distance is equal to the total running distance;

The second relationship is that the sum of traction running time, braking running time, coasting running time and constant speed running time is equal to the total running time;

The third relationship is the sum of the traction energy loss and the constant speed energy loss, minus the regenerative braking energy equals the train energy loss.

Further, the traction resultant force acceleration, traction running distance, and traction running time are obtained according to the traction characteristics and air resistance characteristics of the train, including:

According to the traction characteristics and air resistance characteristics of the train, the resultant traction force acceleration is φ ₁ (v)=a ₁ v ² +b ₁ v+c ₁ ;

According to the resultant traction force acceleration, the segmental traction running time is obtained as: The segmental traction running distance is: $x_1(v_{z1},v_1)={\∫}_{v_{z1}}^{v_1}\frac{v}{a_1{v}^2+b_{1}v+c_1}\mathrm{dv};$

Add the traction running time of all segments to get the traction running time;

Add up the traction running distance of all segments to obtain the traction running distance;

Among them, φ ₁ (v) is the traction resultant acceleration, a ₁ , b ₁ , c ₁ are constants, a ₁ , b ₁ , c ₁ are determined according to the traction characteristics and air resistance characteristics of the train, t ₁ (v _z1 , v ₁ ) is the traction running time when the train running speed is between v _z1 and v ₁ , x ₁ (v _z1 , v ₁ ) is the traction running distance when the train running speed is between v _z1 and v ₁ .

Further, according to the braking characteristics and air resistance characteristics of the train, the resulting braking force acceleration, braking running distance, and braking running time are obtained, including:

According to the braking characteristics and air resistance characteristics of the train, the acceleration of the braking force is obtained as

φ ₂ (v)=a ₂ v ² +b ₂ v+c ₂ ;

According to the acceleration of the resultant traction force, the segmental braking running time is obtained as: The segmental braking running distance is: $x_2(v_{z2},v_2)={\∫}_{v_{z2}}^{v_2}\frac{v}{a_2{v}^2+b_{2}v+c_2}\mathrm{dv};$

Add up all segment braking operating times to obtain the braking operating time;

Add up all segmental braking distances to obtain the braking distance;

Among them, φ ₂ (v) is the acceleration of braking force, a ₂ , b ₂ , and c ₂ are constants, a ₂ , b ₂ , and c ₂ are determined according to the braking characteristics and air resistance characteristics of the train, and t ₂ (v _z2 , v ₂ ) is the braking running time when the train running speed is between v _z2 and v ₂ , x ₂ (v _z2 , v ₂ ) is the braking running distance when the train running speed is between v _z2 and v ₂ .

Further, the coasting resultant force acceleration, coasting distance, and coasting time are obtained according to the air resistance characteristics, including:

According to the characteristics of air resistance, the resultant acceleration of coasting force is obtained as:

φ ₃ (v)=a ₃ v ² +b ₃ v+c ₃ ;

According to the acceleration of the resultant force of the inertia, the running time of the inertia is obtained as: The idle running distance is: ${\mathrm{the\; s}}_3=\∫\frac{v}{a_3{v}^2+b_{3}v+c_3}\mathrm{dv};$

Among them, φ ₃ (v) is the acceleration of the coasting force, a ₃ , b ₃ , and c ₃ are constants, a ₃ , b ₃ , and c ₃ are determined according to the characteristics of air resistance, t ₃ is the coasting running time, and s ₃ is the coasting running time distance.

Further, the segmental traction energy loss is obtained according to the following formula:

${\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}}^{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}\frac{{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&CenterDot;</span>\mathrm{<span\; class="notranslate">\; v</span>}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; v</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}\mathrm{<span\; class="notranslate">\; dv</span>}<span\; class="notranslate">\; ,</span>$

summing all segmental traction energy losses to obtain said traction energy loss;

Among them, f ₁ (v)=a ₁₁ v ² +b ₁₁ v+c ₁₁ , f ₁ (v) is the traction force under the maximum traction condition, a ₁₁ , b ₁₁ , c ₁₁ , a ₁ , b ₁ , c ₁ is a constant, a ₁₁ , b ₁₁ , c ₁₁ , a ₁ , b ₁ , c ₁ are determined by the traction characteristics and air resistance characteristics of the train, E ₁ (v _z1 , v ₁ ) is the train running speed at v _z1 Traction energy consumption between and v ₁ .

Further, the segmental braking regenerative energy is obtained according to the following formula:

${\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&mu;</span>}{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}}^{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}\frac{{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&CenterDot;</span>\mathrm{<span\; class="notranslate">\; v</span>}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; v</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}\mathrm{<span\; class="notranslate">\; dv</span>}<span\; class="notranslate">\; ,</span>$

summing up all segmental braking regenerative energies to obtain the braking regenerative energy;

Among them, f ₂ (v)=a ₂₂ v ² +b ₂₂ v+c ₂₂ , f ₂ (v) is the braking force under the maximum braking condition, and μ is the electric braking force produced by the electric braking force when the train is braking The efficiency of energy feedback to the grid, a ₂₂ , b ₂₂ , c ₂₂ , a ₂ , b ₂ , and c ₂ are constants, a ₂₂ , b ₂₂ , c ₂₂ , a ₂ , b ₂ , and c ₂ pass through the braking characteristics of the train , air resistance characteristics to determine, E ₂ (v _z2 , v ₂ ) is the braking regenerative energy when the train running speed is between v _z2 and v ₂ .

Further, when the train does not have the braking energy feedback function, when the train brakes, the efficiency value of the energy generated by the electric braking force being fed back to the grid is 0.

Further, the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics can all be represented by a piecewise quadratic function.

Through a kind of train operation control method provided by the present invention, according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, the train operation curve under the condition of the minimum energy consumption of the train can be obtained. In this method, it is not necessary to use driving experience to determine By determining the parameters, the obtained energy-saving train operation curve is more accurate, and the energy-saving efficiency of train operation is higher.

Description of drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are For some embodiments of the present invention, those skilled in the art can also obtain other drawings based on these drawings without creative work.

Fig. 1 is a flowchart of a train energy-saving operation control method provided by an embodiment of the present invention.

detailed description

In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments It is a part of the embodiments of the present invention, but not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work belong to the protection of the present invention. scope.

An embodiment of the present invention provides a method for controlling energy-saving operation of a train, as shown in FIG. 1 , which specifically includes:

Step 101: According to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, the relationship between the energy loss of the train and the maximum running speed is obtained;

Step 102: According to the relationship between the energy loss of the train and the maximum operating speed, obtain the energy-saving maximum operating speed when the energy loss of the train is the smallest;

Step 103: Obtain the running time at a constant speed and the speed at which the maximum braking starts according to the energy-saving maximum running speed;

Step 104: Obtain an energy-saving train running curve according to the energy-saving maximum running speed, the running time at a constant speed, and the speed when the maximum braking starts;

Step 105: Control the train operation according to the energy-saving train operation curve.

Through a kind of train operation control method provided by the embodiment of the present invention, the train operation curve under the condition of minimum energy consumption of the train can be obtained according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics. By using experience to determine parameters, the obtained energy-saving train operation curve is more accurate, and the energy-saving efficiency of train operation is higher.

Optionally, step 101 specifically includes:

According to the traction characteristics and air resistance characteristics of the train, the traction force acceleration, traction running distance, traction running time and traction energy loss are obtained;

According to the braking characteristics and air resistance characteristics of the train, the braking force acceleration, braking running distance, braking running time and braking regenerative energy are obtained;

According to the characteristics of air resistance, the acceleration of coasting force, coasting distance and coasting time can be obtained;

According to the first relationship, the second relationship and the third relationship, the relationship between the energy loss of the train and the maximum running speed is obtained;

Wherein, the first relationship is that the sum of traction running distance, braking running distance, coasting running distance and constant speed running distance is equal to the total running distance;

The second relationship is that the sum of traction running time, braking running time, coasting running time and constant speed running time is equal to the total running time;

The third relationship is the sum of traction energy loss and constant speed energy loss, minus braking regenerative energy equals train energy loss.

Optionally, according to the traction characteristics and air resistance characteristics of the train, the resultant traction force acceleration is obtained as φ ₁ (v)=a ₁ v ² +b ₁ v+c ₁ ;

According to the resultant traction force acceleration, the segmental traction running time is obtained as: The segmental traction running distance is: $x_1(v_{z1},v_1)={\&Integral;}_{v_{z1}}^{v_1}\frac{v}{a_1{v}^2+b_{1}v+c_1}\mathrm{dv};$

The traction running time _t1 is obtained by adding up the traction running time of all segments;

Add up all segmental traction running distances to obtain the traction running distance s ₁ ;

Among them, φ ₁ (v) is the traction resultant acceleration, a ₁ , b ₁ , c ₁ are constants, a ₁ , b ₁ , c ₁ are determined according to the traction characteristics and air resistance characteristics of the train, t ₁ (v _z1 , v ₁ ) is the traction running time when the train running speed is between v _z1 and v ₁ , x ₁ (v _z1 , v ₁ ) is the traction running distance when the train running speed is between v _z1 and v ₁ , t ₁ is the traction running time Running time, s ₁ is the traction running distance.

According to the braking characteristics and air resistance characteristics of the train, the acceleration of the braking force is obtained as

φ ₂ (v)=a ₂ v ² +b ₂ v+c ₂ ;

According to the acceleration of the resultant traction force, the segmental braking running time is obtained as: The segmental braking running distance is: $x_2(v_{z2},v_2)={\&Integral;}_{v_{z2}}^{v_2}\frac{v}{a_2{v}^2+b_{2}v+c_2}\mathrm{dv};$

Add up all segmental braking operating times to obtain the braking operating time t ₂ ;

Add all segmental braking running distances to obtain the braking running distance s ₂ ;

Among them, φ ₂ (v) is the acceleration of braking force, a ₂ , b ₂ , and c ₂ are constants, a ₂ , b ₂ , and c ₂ are determined according to the braking characteristics and air resistance characteristics of the train, and t ₂ (v _z2 , v ₂ ) is the braking running time when the train running speed is between v _z2 and v ₂ , x ₂ (v _z2 , v ₂ ) is the braking running distance when the train running speed is between v _z2 and v ₂ , t ₂ is the braking running time, s ₂ is the braking running distance.

According to the characteristics of air resistance, the resultant acceleration of coasting force is obtained as:

φ ₃ (v)=a ₃ v ² +b ₃ v+c ₃ ;

According to the acceleration of the resultant force of the inertia, the running time of the inertia is obtained as: The idle running distance is: ${\mathrm{the\; s}}_3=\&Integral;\frac{v}{a_3{v}^2+b_{3}v+c_3}\mathrm{dv};$

Among them, φ ₃ (v) is the acceleration of the coasting force, a ₃ , b ₃ , and c ₃ are constants, a ₃ , b ₃ , and c ₃ are determined according to the characteristics of air resistance, t ₃ is the coasting running time, and s ₃ is the coasting running time distance.

The segmental traction energy loss is obtained according to the following formula:

${\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}}^{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}\frac{{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&CenterDot;</span>\mathrm{<span\; class="notranslate">\; v</span>}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; v</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}\mathrm{<span\; class="notranslate">\; dv</span>}<span\; class="notranslate">\; ,</span>$

Add up all segmental traction energy losses to obtain traction energy loss E ₁ ;

Among them, f ₁ (v)=a ₁₁ v ² +b ₁₁ v+c ₁₁ , f ₁ (v) is the traction force under the maximum traction condition, a ₁₁ , b ₁₁ , c ₁₁ , a ₁ , b ₁ , c ₁ is a constant, a ₁₁ , b ₁₁ , c ₁₁ , a ₁ , b ₁ , c ₁ are determined by the traction characteristics and air resistance characteristics of the train, E ₁ (v _z1 , v ₁ ) is the train running speed at v _z1 The traction energy consumption between and v ₁ , E ₁ is the traction energy consumption.

The split braking regenerative energy is obtained according to the following formula:

${\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&mu;</span>}{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}}^{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}\frac{{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&CenterDot;</span>\mathrm{<span\; class="notranslate">\; v</span>}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; v</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}\mathrm{<span\; class="notranslate">\; dv</span>}<span\; class="notranslate">\; ,</span>$

Add all segmental braking regenerative energy to obtain braking regenerative energy E ₂ ;

Among them, f ₂ (v)=a ₂₂ v ² +b ₂₂ v+c ₂₂ , f ₂ (v) is the braking force under the maximum braking condition, and μ is the electric braking force produced by the electric braking force when the train is braking The efficiency of energy feedback to the grid, a ₂₂ , b ₂₂ , c ₂₂ , a ₂ , b ₂ , and c ₂ are constants, a ₂₂ , b ₂₂ , c ₂₂ , a ₂ , b ₂ , and c ₂ pass through the braking characteristics of the train , air resistance characteristics to determine, E ₂ (v _z2 , v ₂ ) is the braking energy consumption when the train running speed is between v _z2 and v ₂ , and E ₂ is the braking regenerative energy.

Among them, when the train does not have the regenerative braking function, the value of the efficiency μ of the energy generated by the electric braking force to feed back to the power grid when the train is braking is 0;

When the train has a regenerative braking function, when the train brakes, the efficiency μ of the energy generated by the electric braking force to feed back to the grid is usually less than 95%.

Among them, when the train is running at a constant speed, the traction force of the train is equal to the air resistance, and according to the air resistance characteristic curve, the energy loss at a constant speed is obtained, specifically including:

E ₃ =f ₃ (v ₀ )×s ₄

Among them, f ₃ (v ₀ ) is the traction force under the condition of constant speed running, v ₀ is the speed of the train running at a constant speed, that is, the maximum running speed, and s ₄ is the running distance at a constant speed.

The first relationship is: S=s ₁ +s ₂ +s ₃ +s ₄ , where s ₁ is the traction running distance, s ₂ is the braking running distance, s ₃ is the coasting running distance, and s ₄ is the constant speed running distance , S is the total running distance.

The second relationship is: T=t ₁ +t ₂ +t ₃ +t ₄ , where t ₁ is the traction running time, t ₂ is the braking running time, t ₃ is the coasting running time, and t ₄ is the constant speed running time , T is the total running time.

The third relationship is: E=E ₁ -E ₂ +E ₃ , where E ₁ is traction energy loss, E ₂ is braking regenerative energy, and E ₃ is constant speed energy loss.

Combine the first relational expression, the second relational expression, and the third relational expression together to obtain the relationship between the train energy loss and the maximum operating speed, draw the relationship curve between the train energy loss and the maximum operating speed, and find out the minimum train energy loss Energy-efficient maximum operating speed.

It should be noted that the total running distance and total running time have been determined. The traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics can all be expressed by a piecewise quadratic function. If the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics cannot be expressed by a piecewise quadratic function, the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics can be respectively fitted into a piecewise quadratic function secondary function.

It can be seen from the above description that the embodiments of the present invention have the following beneficial effects:

1. Through a kind of train operation control method provided by the embodiment of the present invention, according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, the train operation curve under the condition of the minimum energy consumption of the train can be obtained. In this method, no By determining the parameters through driving experience, the obtained energy-saving train operation curve is more accurate, and the energy-saving efficiency of train operation is higher.

2. Through the train operation control method provided by the embodiment of the present invention, the impact of regenerative braking on energy is considered, and the energy-saving train operation curve of the train with the braking energy feedback function can be obtained in accordance with the actual loss of energy of the current motor vehicle.

3. According to the train operation control method provided by the embodiment of the present invention, the processing process is simple, and the requirement for computer computing power is low.

It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is a relationship between these entities or operations. There is no such actual relationship or sequence. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or device. Without further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional same elements in the process, method, article or apparatus comprising said element.

Those of ordinary skill in the art can understand that all or part of the steps to realize the above method embodiments can be completed by program instructions related hardware, and the aforementioned programs can be stored in a computer-readable storage medium. When the program is executed, the It includes the steps of the above method embodiments; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other various media that can store program codes.

Finally, it should be noted that the above descriptions are only preferred embodiments of the present invention, and are only used to illustrate the technical solution of the present invention, and are not used to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present invention are included in the protection scope of the present invention.

Claims (9)

1. A train operation control method, characterized in that, comprising: According to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics, the relationship between the energy loss of the train and the maximum running speed is obtained; According to the relationship between the train energy loss and the maximum operating speed, the energy-saving maximum operating speed when the train energy loss is the smallest is obtained; According to the energy-saving maximum running speed, the constant speed running time and the speed when starting the maximum braking are obtained; Obtain an energy-saving train running curve according to the energy-saving maximum running speed, the constant-speed running time, and the speed when the maximum braking starts; Train operation is controlled according to the energy-saving train operation curve. 2. The method according to claim 1, wherein said drawing the relationship between train energy loss and maximum operating speed according to the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics includes: According to the traction characteristics and air resistance characteristics of the train, the traction force acceleration, traction running distance, traction running time and traction energy loss are obtained; According to the braking characteristics and air resistance characteristics of the train, the braking force acceleration, braking running distance, braking running time and braking regenerative energy are obtained; According to the characteristics of air resistance, the acceleration of coasting force, coasting distance and coasting time can be obtained; According to the first relationship, the second relationship and the third relationship, the relationship between the energy loss of the train and the maximum running speed is obtained; The first relationship is that the sum of traction running distance, braking running distance, coasting running distance and constant speed running distance is equal to the total running distance; The second relationship is that the sum of traction running time, braking running time, coasting running time and constant speed running time is equal to the total running time; The third relationship is the sum of the traction energy loss and the constant speed energy loss, minus the regenerative braking energy equals the train energy loss. 3. The method according to claim 2, characterized in that, said traction resultant acceleration, traction running distance, and traction running time are obtained according to the traction characteristics and air resistance characteristics of the train, including: According to the traction characteristics and air resistance characteristics of the train, the resultant traction force acceleration is φ ₁ (v)=a ₁ v ² +b ₁ v+c ₁ ; According to the resultant traction force acceleration, the segmental traction running time is obtained as: The segmental traction running distance is: $x_1(v_{z1},v_1)={\&Integral;}_{v_{z1}}^{v_1}\frac{v}{a_1{v}^2+b_{1}v+c_1}\mathrm{dv};$ Add the traction running time of all segments to get the traction running time; Add up the traction running distance of all segments to obtain the traction running distance; Among them, φ ₁ (v) is the traction resultant acceleration, a ₁ , b ₁ , c ₁ are constants, a ₁ , b ₁ , c ₁ are determined according to the traction characteristics and air resistance characteristics of the train, t ₁ (v _z1 , v ₁ ) is the traction running time when the train running speed is between v _z1 and v ₁ , x ₁ (v _z1 , v ₁ ) is the traction running distance when the train running speed is between v _z1 and v ₁ . 4. The method according to claim 2, wherein said obtaining braking resultant force acceleration, braking running distance, and braking running time according to the braking characteristics and air resistance characteristics of the train comprises: According to the braking characteristics and air resistance characteristics of the train, the acceleration of the braking force is obtained as φ ₂ (v)=a ₂ v ² +b ₂ v+c ₂ ; According to the acceleration of the resultant traction force, the segmental braking running time is obtained as: The segmental braking running distance is: $x_2(v_{z2},v_2)={\&Integral;}_{v_{z2}}^{v_2}\frac{v}{a_2{v}^2+b_{2}v+c_2}\mathrm{dv};$ Add up all segment braking operating times to obtain the braking operating time; Add up all segmental braking distances to obtain the braking distance; Among them, φ ₂ (v) is the acceleration of braking force, a ₂ , b ₂ , and c ₂ are constants, a ₂ , b ₂ , and c ₂ are determined according to the braking characteristics and air resistance characteristics of the train, and t ₂ (v _z2 , v ₂ ) is the braking running time when the train running speed is between v _z2 and v ₂ , x ₂ (v _z2 , v ₂ ) is the braking running distance when the train running speed is between v _z2 and v ₂ . 5. The method according to claim 2, characterized in that, said according to the air resistance characteristics to obtain the resultant acceleration of coasting, coasting distance, coasting time, comprising: According to the characteristics of air resistance, the resultant acceleration of coasting force is obtained as: φ ₃ (v)=a ₃ v ² +b ₃ v+c ₃ ; According to the acceleration of the resultant force of the inertia, the running time of the inertia is obtained as: The idle running distance is: ${\mathrm{the\; s}}_3=\&Integral;\frac{v}{a_3{v}^2+b_{3}v+c_3}\mathrm{dv};$ Among them, φ ₃ (v) is the acceleration of the coasting force, a ₃ , b ₃ , and c ₃ are constants, a ₃ , b ₃ , and c ₃ are determined according to the characteristics of air resistance, t ₃ is the coasting running time, and s ₃ is the coasting running time distance. 6. The method of claim 3, wherein, The segmental traction energy loss is obtained according to the following formula: ${\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}}^{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}\frac{{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Center\; Dot;</span>\mathrm{<span\; class="notranslate">\; v</span>}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; v</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}\mathrm{<span\; class="notranslate">\; dv</span>}<span\; class="notranslate">\; ,</span>$ summing all segmental traction energy losses to obtain said traction energy loss; Among them, f ₁ (v)=a ₁₁ v ² +b ₁₁ v+c ₁₁ , f ₁ (v) is the traction force under the maximum traction condition, a ₁₁ , b ₁₁ , c ₁₁ , a ₁ , b ₁ , c ₁ is a constant, a ₁₁ , b ₁₁ , c ₁₁ , a ₁ , b ₁ , c ₁ are determined by the traction characteristics and air resistance characteristics of the train, E ₁ (v _z1 , v ₁ ) is the train running speed at v _z1 Traction energy consumption between and v ₁ . 7. The method of claim 4, wherein, The split braking regenerative energy is obtained according to the following formula: ${\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&mu;</span>}{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; z</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}}^{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}\frac{{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Center\; Dot;</span>\mathrm{<span\; class="notranslate">\; v</span>}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; v</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; b</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; v</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}\mathrm{<span\; class="notranslate">\; dv</span>}<span\; class="notranslate">\; ,</span>$ summing up all segmental braking regenerative energies to obtain the braking regenerative energy; Among them, f ₂ (v)=a ₂₂ v ² +b ₂₂ v+c ₂₂ , f ₂ (v) is the braking force under the maximum braking condition, and μ is the electric braking force produced by the electric braking force when the train is braking The efficiency of energy feedback to the grid, a ₂₂ , b ₂₂ , c ₂₂ , a ₂ , b ₂ , and c ₂ are constants, a ₂₂ , b ₂₂ , c ₂₂ , a ₂ , b ₂ , and c ₂ pass through the braking characteristics of the train , air resistance characteristics to determine, E ₂ (v _z2 , v ₂ ) is the braking regenerative energy when the train running speed is between v _z2 and v ₂ . 8. The method of claim 7, wherein, When the train does not have the braking energy feedback function, when the train is braking, the value of the efficiency of the energy generated by the electric braking force being fed back to the grid is 0. 9. The method according to claim 1, characterized in that, the traction characteristics of the train, the braking characteristics of the train, and the air resistance characteristics can all be represented by a piecewise quadratic function.