CN109703593B - Comprehensive optimization method for whole-district operation of contact-net-free tramcar - Google Patents
Comprehensive optimization method for whole-district operation of contact-net-free tramcar Download PDFInfo
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- CN109703593B CN109703593B CN201910010650.7A CN201910010650A CN109703593B CN 109703593 B CN109703593 B CN 109703593B CN 201910010650 A CN201910010650 A CN 201910010650A CN 109703593 B CN109703593 B CN 109703593B
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Abstract
The invention discloses a method for comprehensively optimizing the running energy consumption of a contact-net-free tramcar in a whole region, which is used for obtaining a running speed curve of a tramcar in the region according to the comprehensive optimization of running parameters of the contact-net-free tramcar and carrying out off-line whole-region optimization; when the actual speed of the vehicle deviates from the optimized reference speed in special conditions, the vehicle adjusts the vehicle speed through an online speed adjusting strategy and the optimal distribution measurement of the electric-mechanical braking force. The method obtains the running speed curve of the vehicle in the interval through comprehensive optimization, and the rail vehicle without the contact net not only reaches the punctual point when running according to the speed curve, but also has the highest energy utilization efficiency; when the actual speed of the vehicle deviates from the reference speed obtained by optimization under special conditions, the vehicle adjusts the vehicle speed through an online speed adjusting algorithm and an electric-pneumatic brake optimal distribution algorithm, and the vehicle accurate point is guaranteed to arrive.
Description
Technical Field
The invention belongs to the technical field of rail batteries, and particularly relates to a comprehensive optimization method for the whole-region operation of a contact-net-free tramcar.
Background
Nowadays, urban transportation has attracted more and more attention due to its characteristics of pollution, noise and health, for example, european buses account for about 50-60% of the total proportion of transportation, but 95% of them use gasoline as fuel, which has a very large impact on the environment, and tramcars have been increasingly built by urban investment as efficient, environment-friendly and energy-saving terms, which have the advantages of large transportation volume, high speed, safety, etc.
Because the distance between stations for the rail vehicle to run is short and the stations are more, the vehicle running process has frequent starting and braking processes, the improvement of the energy utilization rate in the vehicle running process has important significance for further embodying the characteristics of vehicle energy conservation, environmental protection and the like, and the improvement of the energy utilization rate can start from two aspects of reducing energy loss and improving braking energy recovery.
At present, a large amount of mechanical energy of a tramcar is consumed by a brake resistor in the braking process, only a small part of mechanical energy is absorbed by stored energy, the energy utilization rate is low, and a large amount of heat is discharged to the surrounding environment to influence the environment temperature. The improvement of the braking energy recovery rate of the tramcar is a problem which is needed to be solved urgently.
Disclosure of Invention
In order to solve the problems, the invention provides a comprehensive optimization method for the whole-compartment operation of the tramcar without the contact net, which can ensure the accurate point arrival of the tramcar without the contact net and realize the highest energy utilization efficiency.
In order to achieve the purpose, the invention adopts the technical scheme that: a comprehensive optimization method for the whole-district operation of a contact-net-free tramcar comprises the following steps:
comprehensively optimizing the running parameters of the tramcar without the contact net to obtain a running speed curve of the tramcar in the interval, and performing off-line all-interval optimization;
when the actual speed of the vehicle deviates from the optimized reference speed in special conditions, the vehicle adjusts the vehicle speed through an online speed adjusting strategy and an electric-mechanical braking force optimal distribution strategy.
According to the method, the running curve of the vehicle in the interval is obtained through comprehensive optimization according to the running time, the running distance, the maximum speed limit, the acceleration limit, the vehicle motor characteristic curve, the maximum charging capacity of the energy storage system, auxiliary equipment and the basic running resistance of the vehicle, the optimal reference speed is determined, and the rail vehicle without a contact network runs at the optimal reference speed; the method not only can realize the arrival of the standard point of the tramcar without the contact net, but also has the highest energy utilization efficiency.
Furthermore, the energy consumption in the running process of the contact-net-free tramcar comprises auxiliary equipment such as traction converter loss, unidirectional DC/DC loss, traction motor loss, running resistance loss, mechanical braking energy consumption, heat dissipation, power supply and air conditioning, the improvement of the energy utilization rate of the tramcar can be considered from two aspects, namely, the energy loss in the traction and uniform speed stage is reduced, the energy recovery in the braking stage of the tramcar is improved, the two aspects of reducing the energy loss and improving the energy recovery of the tramcar are mutually linked and cannot be divided, so that the energy utilization rate is improved, and the following method is adopted:
in the off-line all-interval optimization method, energy consumption analysis is respectively carried out on a traction stage, a constant speed stage and a braking stage of the catenary-free tramcar in the running process of the tramcar; respectively performing off-line operation optimization on a traction stage, a constant speed stage and a braking stage in the operation process according to the vehicle operation time t, the operation distance S, the maximum speed limit Vmax, the acceleration limit amax, the vehicle motor characteristic curve, the maximum charging and discharging capacity of the energy storage system, the basic vehicle operation resistance and auxiliary equipment, and calculating the time and distance of each stage so as to obtain the operation speed V through optimization;
the optimization method comprises the following steps:
s101: setting a constant speed V according to the running distance S and the running time t of the vehicle;
s102: calculating traction time tq and traction distance Sq in a traction stage;
s103: calculating traction time tz and traction distance Sz in a braking stage;
s104: calculating residual time td and constant speed distance Sd in the constant speed stage, and calculating the actually required constant speed Vd according to td and Sd;
s105: and judging whether the set constant speed V is equal to the actually required constant speed Vd, and if not, adjusting V, and executing S101 again.
Furthermore, because the energy consumption of the vehicle in the traction stage of the contact-net-free tramcar comprises the loss of a traction converter, the loss of a unidirectional DC/DC, the loss of a traction motor and the loss of basic running resistance, in the process, the vehicle is accelerated at the maximum acceleration which can be reached, and the minimum time and the shortest running distance of the vehicle in the traction stage are ensured; the method comprises the following steps that a vehicle is towed according to a motor towing characteristic curve in a towing stage of the catenary-free tramcar, towing time tq and towing distance Sq in the towing process are calculated according to set constant speed V, and the running speed V of the tramcar in the towing state is calculated according to the calculation formula:
wherein T is sampling time, m is vehicle mass, tq is traction time, Sq is traction distance, a is traction acceleration, V is running speed, F
constantFor constant torque output of vehicle motor, P
constantFor constant power output of the vehicle motor, F
fThe basic resistance for the running of the vehicle.
Furthermore, in order to improve the recovery rate of braking energy in the braking process, the energy storage system of the vehicle needs to be capable of completely absorbing the electric braking power of the vehicle, and the catenary-free tramcar controls the electric braking power to be less than or equal to the absorption capacity of the energy storage system in the braking stage, so that the safety of the energy storage system in the braking process of the vehicle is ensured;
because the magnitude of the vehicle electric braking power influences the magnitude of the vehicle deceleration, the larger the electric braking power is, the larger the braking force is, and the larger the deceleration is; vice versa, in order to quickly reduce the speed of the vehicle in the braking process, the larger the electric braking power is expected to be, the better the electric braking power is under the condition of considering the adhesion of the vehicle, but due to the limitation of the absorption capacity of stored energy, the electric braking power needs to be controlled to be close to the absorption capacity of the stored energy, so that the braking energy can be completely absorbed by the stored energy in the braking process, and the braking distance and the braking time are shortest; therefore, according to the set constant speed V
*Calculating traction time t during braking
zTraction distance S
zAnd the running speed V in the braking state of the vehicle is calculated by the formula：
Where T is the sampling time, m is the vehicle mass, T
zFor the duration of the traction, S
zFor towing distance, a is towing acceleration, V is running speed, η
DC/ACFor traction inverter efficiency, P
scMaximum charging power for super capacitor, F
fThe basic resistance for the running of the vehicle.
Further, according to the calculated traction stage time and distance and the stage process time and distance, calculating the remaining time t of the constant speed stage process
dAnd a uniform distance S
dAccording to t
dAnd S
dCalculating the constant running speed V
dAnd judging the actually required uniform running speed V
dAt a set constant speed V
*If not, the set constant speed V is adjusted if not the same
*Recalculating t
dAnd S
dThe calculation formula is as follows:
further, the online speed adjustment strategy is: and when the actual speed of the vehicle deviates from the optimal reference speed, the speed of the vehicle is adjusted, and the influence on the energy utilization efficiency of the vehicle is minimized while the aim point of the vehicle is reached.
Further, the online speed adjustment strategy comprises the steps of:
when the actual running speed deviates from the reference speed obtained by optimization, the vehicle speed control system adjusts the speed and adjusts the reference speed of the vehicle in the constant speed stage; because the actual speed deviation of the vehicle occurs in the constant speed stage of the reference speed, if the reference speed in the stage is not adjusted, the energy recovery of the vehicle in the braking stage is influenced, and the speed at the tail end of the constant speed in the actual running of the vehicle needs to reach the reference speed obtained by optimization, so that the reference speed in the constant speed stage of the vehicle needs to be adjusted, and the running distance is calculatedFrom S
usedAnd a running time t
usedThe calculation formula is as follows:
in the formula: t is t
drestThe residual time of the vehicle at the end of the uniform speed stage, S
drestThe residual distance V is the time when the vehicle reaches the tail end of the uniform speed stage
drestThe theoretical speed is needed when the vehicle reaches the tail end of the constant speed stage;
when the vehicle is running, the braking end moment speed is required to reach the optimized running speed, and if the vehicle is at the theoretical speed V
drest(t) running, wherein the vehicle speed cannot reach the running speed obtained by optimization at the tail end of the constant speed, and the influence is generated on the braking process; therefore, a speed control strategy based on a PI control method is adopted to obtain a theoretical speed V
drest(t) and the actual speed V
d(t) the deviation is used as the system input quantity to control the vehicle speed on line in real time, and the vehicle speed is ensured to reach the optimized speed V at the constant speed tail end moment
d(t) the calculation formula is:
wherein V is
dactual(t) is a vehicle reference speed at the time of online running, and the actual speed of the vehicle at the time of running follows the speed.
Further, the electric-mechanical braking force optimal distribution strategy is as follows: the vehicle applies mechanical braking to the vehicle by adopting an electric-air braking optimal distribution strategy at the final braking stage to supplement the shortage of electric braking at the final braking stage, and the requirements of vehicle braking distance, braking deceleration and punctuality arrival are met;
after the vehicle is braked to a certain speed, the electric braking force of the vehicle is insufficient, the vehicle needs to supplement mechanical braking to ensure that the braking deceleration reaches the requirement, so the vehicle braking force at the final stage of braking comprises the mechanical braking force and the motor braking force, and the switching point of the two braking forms is determined by the power generation characteristic, the speed and the braking distance of the driving motor; according to the braking force characteristics of a vehicle driving motor, an optimal distribution mode of electric braking force and mechanical braking force is obtained, optimal distribution of the optimal braking force of the vehicle is completed, and the requirement on the braking distance and the braking time of the vehicle is met.
Further, the optimal distribution method for the electro-mechanical brake comprises the following steps:
(1) braking state switching point: setting a speed switching point, converting an electric braking state into a hybrid braking state when the speed switching point is reached, and intervening mechanical braking;
in view of operational safety and passenger comfort, the deceleration is not likely to be excessive, and for certain lines, a maximum braking deceleration braking is set: a (t) < a
maxt∈(t
0,t
end)；
(2) Solving the optimal intervention point speed of mechanical braking:
calculating the distance S traveled by the vehicle in the braking stage
zusedDistance S remaining during braking
zrest，S
zrest(t)＝S
z-S
dused(t)，S
zA braking distance in an optimal reference speed;
(3) judging whether mechanical braking needs to be added:
when the equation is established, mechanical braking needs to be added immediately, and braking is carried out at the maximum braking deceleration; during braking of the vehicle, S is initially present
zrest(t) is greater than v
2(t)/2a
maxS will appear at the end of braking
zrest(t) is equal to or less than v
2(t)/2a
max；
If mechanical braking needs to be added, solving the speed point of adding the mechanical braking as V
switch(t) and the calculation formula is:
the beneficial effects of the technical scheme are as follows:
according to the method, the running curve of the vehicle in the interval is obtained through comprehensive optimization according to the running time, the running distance, the maximum speed limit, the acceleration limit, the vehicle motor characteristic curve, the maximum charging capacity of the energy storage system, the auxiliary equipment and the basic running resistance of the vehicle, the non-contact-net rail vehicle can reach the punctual point when running on the curve, and the energy utilization efficiency is highest;
the non-contact-net tramcar runs according to an optimized speed curve during normal running, and when the actual speed of the tramcar deviates from the optimized reference speed in special conditions, the speed of the tramcar is adjusted by adopting an online speed adjusting algorithm, so that the aim of the tramcar at a reference point is ensured;
the vehicle adopts the optimal distribution algorithm of electro-pneumatic braking to supplement the shortage of the electro-braking at the last stage of braking by applying mechanical braking to the vehicle.
Drawings
Fig. 1 is a schematic flow chart of a comprehensive optimization method for the whole-area operation of a catenary-free tramcar according to the invention;
FIG. 2 is a schematic flow chart of an offline full-interval optimization method according to an embodiment of the present invention;
fig. 3 is a schematic flow chart of an online speed adjustment strategy according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described with reference to the accompanying drawings.
In this embodiment, referring to fig. 1, the invention provides a comprehensive optimization method for the whole-compartment operation of a catenary-free tramcar, which includes the steps of:
comprehensively optimizing the running parameters of the tramcar without the contact net to obtain a running speed curve of the tramcar in the interval, and performing off-line all-interval optimization;
when the actual speed of the vehicle deviates from the optimized reference speed in special conditions, the vehicle adjusts the vehicle speed through an online speed adjusting strategy and an electric-mechanical braking force optimal distribution strategy.
According to the optimization scheme of the embodiment, the off-line all-interval optimization method comprises the steps of comprehensively optimizing the running curve of the vehicle in the interval according to the running time, the running distance, the maximum speed limit, the acceleration limit, the vehicle motor characteristic curve, the maximum charging capacity of the energy storage system, auxiliary equipment and the basic running resistance of the vehicle, determining the optimal reference speed, and enabling the non-contact-net rail vehicle to run at the optimal reference speed; the method not only can realize the arrival of the standard point of the tramcar without the contact net, but also has the highest energy utilization efficiency.
Energy consumption in the running process of the contact-net-free tramcar comprises auxiliary equipment such as traction converter loss, unidirectional DC/DC loss, traction motor loss, running resistance loss, mechanical braking energy consumption, heat dissipation, power supply and air conditioning and the like, the improvement of the energy utilization rate of the tramcar can be considered from two aspects, namely, the energy loss in the traction and uniform speed stage is reduced, the energy recovery in the braking stage of the tramcar is improved, the two aspects of reducing the energy loss and improving the energy recovery of the tramcar are mutually linked and cannot be divided, so that the energy utilization rate is improved, and the following method is adopted:
in the off-line all-interval optimization method, energy consumption analysis is respectively carried out on a traction stage, a constant speed stage and a braking stage of the catenary-free tramcar in the running process of the tramcar; respectively performing off-line operation optimization on a traction stage, a constant speed stage and a braking stage in the operation process according to the vehicle operation time t, the operation distance S, the maximum speed limit Vmax, the acceleration limit amax, the vehicle motor characteristic curve, the maximum charging and discharging capacity of the energy storage system, the basic vehicle operation resistance and auxiliary equipment, and calculating the time and distance of each stage so as to obtain the operation speed V through optimization;
the optimization method, as shown in fig. 2, includes the steps of:
s101: setting a constant speed V according to the running distance S and the running time t of the vehicle;
s102: calculating traction time tq and traction distance Sq in a traction stage;
s103: calculating traction time tz and traction distance Sz in a braking stage;
s104: calculating residual time td and constant speed distance Sd in the constant speed stage, and calculating the actually required constant speed Vd according to td and Sd;
s105: and judging whether the set constant speed V is equal to the actually required constant speed Vd, and if not, adjusting V, and executing S101 again.
Because the energy consumption of the vehicle in the traction stage of the contact-net-free tramcar comprises the loss of a traction converter, the loss of a unidirectional DC/DC, the loss of a traction motor and the loss of basic running resistance, in the process, the vehicle is accelerated at the maximum acceleration which can be reached, and the minimum time and the minimum running distance of the vehicle in the traction stage are ensured; the method comprises the following steps that a vehicle is towed according to a motor towing characteristic curve in a towing stage of the catenary-free tramcar, towing time tq and towing distance Sq in the towing process are calculated according to set constant speed V, and the running speed V of the tramcar in the towing state is calculated according to the calculation formula:
wherein T is sampling time, m is vehicle mass, tq is traction time, Sq is traction distance, a is traction acceleration, V is running speed, F
constantFor constant torque output of vehicle motor, P
constantFor constant power output of the vehicle motor, F
fThe basic resistance for the running of the vehicle.
In order to improve the recovery rate of braking energy in the braking process, the vehicle energy storage system needs to be capable of completely absorbing the electric braking power of the vehicle, and the catenary-free tramcar controls the electric braking power to be smaller than or equal to the absorption capacity of the energy storage system in the braking stage so as to ensure the safety of the energy storage system in the braking process of the vehicle;
because the magnitude of the vehicle electric braking power influences the magnitude of the vehicle deceleration, the larger the electric braking power is, the larger the braking force is, and the larger the deceleration is; vice versa, in order to quickly reduce the speed of the vehicle in the braking process, the larger the electric braking power is expected to be, the better the electric braking power is under the condition of considering the adhesion of the vehicle, but due to the limitation of the absorption capacity of stored energy, the electric braking power needs to be controlled to be close to the absorption capacity of the stored energy, so that the braking energy can be completely absorbed by the stored energy in the braking process, and the braking distance and the braking time are shortest; therefore, according to the set constant speed V
*Calculating the brake overTraction time t in range
zTraction distance S
zAnd the running speed V under the vehicle braking state, wherein the calculation formula is as follows:
where T is the sampling time, m is the vehicle mass, T
zFor the duration of the traction, S
zFor towing distance, a is towing acceleration, V is running speed, η
DC/ACFor traction inverter efficiency, P
scMaximum charging power for super capacitor, F
fThe basic resistance for the running of the vehicle.
Calculating the residual time t of the uniform speed stage process according to the calculated traction stage time and distance and the calculated time and distance of the stage process
dAnd a uniform distance S
dAccording to t
dAnd S
dCalculating the constant running speed V
dAnd judging the actually required uniform running speed V
dAt a set constant speed V
*If not, the set constant speed V is adjusted if not the same
*Recalculating t
dAnd S
dThe calculation formula is as follows:
as an optimization scheme of the above embodiment, the online speed adjustment strategy is as follows: and when the actual speed of the vehicle deviates from the optimal reference speed, the speed of the vehicle is adjusted, and the influence on the energy utilization efficiency of the vehicle is minimized while the aim point of the vehicle is reached.
The online speed adjustment strategy, as shown in fig. 3, includes the steps of:
when the actual running speed deviates from the reference speed obtained by optimization, the vehicle speed control system adjusts the speed and adjusts the reference speed of the vehicle in the constant speed stage; because the actual speed deviation of the vehicle occurs at the constant speed stage of the reference speed, if the reference speed at the stage is not adjusted, the energy recovery of the vehicle at the braking stage is influenced, and the vehicle runs at the end of the constant speed in the actual operation processThe speed at the end moment needs to reach the reference speed obtained by optimization, so that the reference speed of the vehicle at the constant speed stage needs to be adjusted, and the running distance S is calculated
usedAnd a running time t
usedThe calculation formula is as follows:
in the formula: t is t
drestThe residual time of the vehicle at the end of the uniform speed stage, S
drestThe residual distance V is the time when the vehicle reaches the tail end of the uniform speed stage
drestThe theoretical speed is needed when the vehicle reaches the tail end of the constant speed stage;
when the vehicle is running, the braking end moment speed is required to reach the optimized running speed, and if the vehicle is at the theoretical speed V
drest(t) running, wherein the vehicle speed cannot reach the running speed obtained by optimization at the tail end of the constant speed, and the influence is generated on the braking process; therefore, a speed control strategy based on a PI control method is adopted to obtain a theoretical speed V
drest(t) and the actual speed V
d(t) the deviation is used as the system input quantity to control the vehicle speed on line in real time, and the vehicle speed is ensured to reach the optimized speed V at the constant speed tail end moment
d(t) the calculation formula is:
wherein V is
dactual(t) is a vehicle reference speed at the time of online running, and the actual speed of the vehicle at the time of running follows the speed.
As an optimization solution of the above embodiment, the electric-mechanical braking force optimal distribution strategy is as follows: the vehicle applies mechanical braking to the vehicle by adopting an electric-air braking optimal distribution strategy at the final braking stage to supplement the shortage of electric braking at the final braking stage, and the requirements of vehicle braking distance, braking deceleration and punctuality arrival are met;
after the vehicle is braked to a certain speed, the electric braking force of the vehicle is insufficient, the vehicle needs to supplement mechanical braking to ensure that the braking deceleration reaches the requirement, so the vehicle braking force at the final stage of braking comprises the mechanical braking force and the motor braking force, and the switching point of the two braking forms is determined by the power generation characteristic, the speed and the braking distance of the driving motor; according to the braking force characteristics of a vehicle driving motor, an optimal distribution mode of electric braking force and mechanical braking force is obtained, optimal distribution of the optimal braking force of the vehicle is completed, and the requirement on the braking distance and the braking time of the vehicle is met.
The optimal distribution method for the electro-mechanical brake comprises the following steps:
(1) braking state switching point: setting a speed switching point, converting an electric braking state into a hybrid braking state when the speed switching point is reached, and intervening mechanical braking;
in view of operational safety and passenger comfort, the deceleration is not likely to be excessive, and for certain lines, a maximum braking deceleration braking is set: a (t) < a
maxt∈(t
0,t
end)；
(2) Solving the optimal intervention point speed of mechanical braking:
calculating the distance S traveled by the vehicle in the braking stage
zusedDistance S remaining during braking
zrest，S
zrest(t)＝S
z-S
dused(t)，S
zA braking distance in an optimal reference speed;
(3) judging whether mechanical braking needs to be added:
when the equation is established, mechanical braking needs to be added immediately, and braking is carried out at the maximum braking deceleration; during braking of the vehicle, S is initially present
zrest(t) is greater than v
2(t)/2a
maxS will appear at the end of braking
zrest(t) is equal to or less than v
2(t)/2a
max；
If mechanical braking needs to be added, solving the speed point of adding the mechanical braking as V
switch(t) and the calculation formula is:
the foregoing shows and describes the general principles and broad features of the present invention and advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (8)
1. A comprehensive optimization method for the whole-district operation of a contact-net-free tramcar is characterized by comprising the following steps:
comprehensively optimizing the running parameters of the tramcar without the contact net to obtain a running speed curve of the tramcar in the interval, and performing off-line all-interval optimization;
according to the method, the running curve of the vehicle in the interval is obtained through comprehensive optimization of the running time, the running distance, the maximum speed limit, the acceleration limit, the vehicle motor characteristic curve, the maximum charging capacity of an energy storage system, auxiliary equipment and the basic running resistance of the vehicle, the optimal reference speed is determined, and the rail vehicle without a contact network runs at the optimal reference speed;
in the off-line all-interval optimization method, energy consumption analysis is respectively carried out on a traction stage, a constant speed stage and a braking stage of the catenary-free tramcar in the running process of the tramcar; respectively performing off-line operation optimization on a traction stage, a constant speed stage and a braking stage in the operation process according to the vehicle operation time t, the operation distance S, the maximum speed limit Vmax, the acceleration limit amax, the vehicle motor characteristic curve, the maximum charging and discharging capacity of the energy storage system, the basic vehicle operation resistance and auxiliary equipment, and calculating the time and distance of each stage so as to obtain the operation speed V through optimization;
the optimization method comprises the following steps:
s101: setting a constant speed V according to the running distance S and the running time t of the vehicle;
s102: calculating traction time tq and traction distance Sq in a traction stage;
s103: calculating traction time tz and traction distance Sz in a braking stage;
s104: calculating residual time td and constant speed distance Sd in the constant speed stage, and calculating the actually required constant speed Vd according to td and Sd;
s105: judging whether the set constant speed V is equal to the constant speed Vd actually required by calculation, and if not, adjusting V, and executing S101 again;
when the actual speed of the vehicle deviates from the optimized reference speed in special conditions, the vehicle adjusts the vehicle speed through an online speed adjusting strategy and an electric-mechanical braking force optimal distribution strategy.
2. The method for comprehensively optimizing the whole-interval running of the catenary-free tramcar according to claim 1, wherein the catenary-free tramcar is towed by a motor towing characteristic curve in a towing stage, and a towing time tq and a towing distance Sq in a towing process and a running speed V in a vehicle towing state are calculated according to a set constant speed V, and the calculation formula is as follows:
wherein T is sampling time, m is vehicle mass, tq is traction time, Sq is traction distance, a is traction acceleration, V is running speed, F
constantFor constant torque output of vehicle motor, P
constantFor constant power output of the vehicle motor, F
fFor the basic resistance of vehicle running, n is the number of sampling periods, a
maxIs the maximum traction acceleration.
3. The method for comprehensively optimizing the whole-region operation of the catenary-free tramcar according to claim 2, wherein the catenary-free tramcar controls the electric braking power to be less than or equal to the absorption capacity of the energy storage system in a braking stage, so that the safety of the energy storage system in a vehicle braking process is ensured; according to the set constant speed V
*Calculating traction time t during braking
zTraction distance S
zAnd the running speed V under the vehicle braking state, wherein the calculation formula is as follows:
where T is the sampling time, m is the vehicle mass, T
zFor the duration of the traction, S
zFor towing distance, a is towing acceleration, V is running speed, η
DC/ACFor traction inverter efficiency, P
scMaximum charging power for super capacitor, F
fBasic resistance to vehicle operation, η
motorTo traction motor efficiency.
4. The method for comprehensively optimizing the whole-district operation of the catenary-free tramcar according to claim 3, wherein the residual time t of the constant-speed stage process is calculated according to the calculated traction stage time and distance and the calculated time and distance of the stage process
dAnd a uniform distance S
dAccording to t
dAnd S
dCalculating the constant running speed V
dAnd judging the actually required uniform running speed V
dAt a set constant speed V
*If not, the set constant speed V is adjusted if not the same
*Recalculating t
dAnd S
dThe calculation formula is as follows:
5. the method for comprehensively optimizing the whole-district operation of the catenary-free tramcar according to claim 4, wherein the online speed regulation strategy comprises the following steps: and when the actual speed of the vehicle deviates from the optimal reference speed, the speed of the vehicle is adjusted, and the influence on the energy utilization efficiency of the vehicle is minimized while the aim point of the vehicle is reached.
6. The method for comprehensively optimizing the whole-district operation of the catenary-free tramcar according to claim 5, wherein the online speed regulation strategy comprises the following steps:
when the actual running speed deviates from the reference speed obtained by optimization, the vehicle speed control system adjusts the speed and adjusts the reference speed of the vehicle in the constant speed stage; calculating the distance traveled S
dusedAnd a running time t
dusedThe calculation formula is as follows:
in the formula: t is t
drestThe residual time of the vehicle at the end of the uniform speed stage, S
drestThe residual distance V is the time when the vehicle reaches the tail end of the uniform speed stage
drestThe theoretical speed is needed when the vehicle reaches the tail end of the constant speed stage;
adopting a speed control strategy based on a PI control method to calculate a theoretical speed V
drest(t) and the actual speed V
d(t) the deviation is used as the system input quantity to control the vehicle speed on line in real time, and the vehicle speed is ensured to reach the optimized speed V at the constant speed tail end moment
dactual(t) the calculation formula is:
wherein V is
dactual(t) a vehicle reference speed at online operation, the actual speed following the speed at vehicle operation; k is a PI control coefficient.
7. The catenary-free tramcar whole-area operation comprehensive optimization method according to claim 6, wherein the optimal distribution strategy of the electro-mechanical braking force is as follows: the vehicle applies mechanical braking to the vehicle by adopting an electric-air braking optimal distribution strategy at the final braking stage to supplement the shortage of electric braking at the final braking stage, and the requirements of vehicle braking distance, braking deceleration and punctuality arrival are met;
the braking force of the vehicle at the final braking stage comprises mechanical braking force and motor braking force, and the switching point of the two braking forms is determined by the power generation characteristic, the speed and the braking distance of the driving motor; according to the braking force characteristics of a vehicle driving motor, an optimal distribution mode of electric braking force and mechanical braking force is obtained, optimal distribution of the optimal braking force of the vehicle is completed, and the requirement on the braking distance and the braking time of the vehicle is met.
8. The method for comprehensively optimizing the whole-district operation of the catenary-free tramcar according to claim 7, wherein the method for optimally distributing the electro-mechanical brakes comprises the following steps:
(1) braking state switching point: setting a speed switching point, converting an electric braking state into a hybrid braking state when the speed switching point is reached, and intervening mechanical braking;
setting maximum braking deceleration braking: a (t) < a
max，t∈(t
0，t
end)，t
0As an initial time, t
endIs the termination time;
(2) solving the optimal intervention point speed of mechanical braking:
calculating the distance S traveled by the vehicle in the braking stage
zusedDistance S remaining during braking
zrest，S
zrest(t)＝S
z-S
dused(t)，S
zA braking distance in an optimal reference speed;
(3) judging whether mechanical braking needs to be added:
when the equation is established, mechanical braking needs to be added immediately, and braking is carried out at the maximum braking deceleration; during braking of the vehicle, S is initially present
zrest(t) is greater than V
2(t)/2a
maxS will appear at the end of braking
zrest(t) is equal to or less than V
2(t)/2a
max；
If mechanical braking needs to be added, solving the speed point of adding the mechanical braking as V
switch(t) and the calculation formula is:
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