CN110395299B - Train braking energy utilization method in urban rail transit - Google Patents
Train braking energy utilization method in urban rail transit Download PDFInfo
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- CN110395299B CN110395299B CN201910690473.1A CN201910690473A CN110395299B CN 110395299 B CN110395299 B CN 110395299B CN 201910690473 A CN201910690473 A CN 201910690473A CN 110395299 B CN110395299 B CN 110395299B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/14—Following schedules
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The embodiment of the invention provides a method for utilizing train braking energy in urban rail transit, which comprises the following steps: when the target train stops stably at the platform, the vehicle-mounted equipment of the target train establishes communication with the vehicle-mounted equipment of the first train and sends the minimum stop time and the maximum stop time corresponding to the stop of the target train at the platform to the vehicle-mounted equipment of the first train, so that the vehicle-mounted equipment of the first train feeds back the running speed and the running state of the first train between the minimum stop time and the maximum stop time; and determining new departure time according to the running speed and the running state so as to maximize the overlapping time of the traction stage of the target train and the braking stage of the first train, thereby reasonably updating the departure time of the target train, enabling the braking energy to be used for train traction starting and achieving the purpose of fully utilizing the braking energy to traction the train.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method for utilizing train braking energy in urban rail transit.
Background
The problem of overlarge total energy consumption is increasingly highlighted while the urban rail transit is rapidly developed. Therefore, the development of urban rails faces urgent needs of energy conservation and emission reduction. According to the application, the energy consumption of the whole urban rail transit system is divided into train traction energy consumption and non-train traction energy consumption, wherein the train traction energy consumption is the main body of the energy consumption of the urban rail transit system and accounts for more than 50% of the total energy consumption. Regenerative braking is a braking technique used in electrified trains, in which a motor is converted into a generator mode during train braking, and kinetic energy of the train is converted into electric energy for utilization. The braking energy can be directly transmitted to the traction train for use through a contact network (or a third rail), so that the direct utilization of the regenerative braking energy is realized, and the quantity of energy consumption of the train from a power supply network is reduced. For different types of urban rail transit systems, the recoverable regenerative energy reaches 10% -55% of the total power consumption of the traction system, so that the improvement of the direct utilization amount of the regenerative braking energy has great significance for improving the energy utilization efficiency of urban rail transit trains.
The train operation diagram optimization technology adopted at present is an effective method for improving the direct utilization rate of the regenerative braking energy of the urban rail transit train. The method improves the recycling amount of regenerative braking energy by cooperatively unifying the traction braking time of a plurality of trains in a power supply area, and reduces the traction energy consumption required by the trains from a transformer substation. However, the existing train operation diagram optimization technology lacks the real-time adjustment capability, and cannot adjust the operation plan in time when the train operation deviates, and cannot achieve the expected energy-saving effect. The train operation diagram optimizing technology is that the train arrival time is adjusted from the level of an operation plan, and if a train runs according to the optimized plan operation diagram strictly, the optimal regenerative braking energy recycling effect is achieved. However, under the influence of factors such as weather, equipment, passengers and operation, the train often deviates from the original operation plan in the actual operation process, so that the planned traction stage and braking stage are not matched any more or the overlapping time is shortened, and further the actual energy-saving effect is reduced.
Disclosure of Invention
Aiming at the problems in the prior art, the embodiment of the invention provides a method for utilizing train braking energy in urban rail transit.
The embodiment of the invention provides a method for utilizing train braking energy in urban rail transit, which comprises the following steps:
when a target train stops stably at a platform, communication is established between vehicle-mounted equipment of the target train and vehicle-mounted equipment of a first train, wherein the first train is all trains which are under the same power supply system with the target train;
the vehicle-mounted equipment of the target train sends the minimum stop time and the maximum stop time of the target train at the station stop to the vehicle-mounted equipment of the first train, and the vehicle-mounted equipment of the first train sends the predicted operation information of the first train between the minimum stop time and the maximum stop time to the target train;
and the vehicle-mounted equipment of the target train determines new departure time between the minimum stop time and the maximum stop time according to the predicted operation information so as to maximize the overlapping time of the traction stage of the target train and the braking stage of the first train, determines a departure instruction according to the new departure time, and controls the target train to depart according to the departure instruction.
Optionally, the determining a new departure time between the minimum stop time and the maximum stop time according to the predicted operation information includes:
the predicted operation information comprises an operation state and a driving speed;
determining whether the first train is in a braking stage or not according to the running state, and if the running state of the first train is determined to be in the braking stage, obtaining predicted braking time according to the running speed;
determining a time period between the minimum and maximum stop times during which the predicted braking time continuously overlaps the traction time of the target train for a longest period of time;
updating the starting time of the time period to a new train sending time of the target train.
Optionally, the method further comprises: the predicted operation information further comprises a predicted position of the first train between the minimum stop time and the maximum stop time, which is sent to the on-board equipment of the target train by the on-board equipment of the first train;
and the vehicle-mounted equipment of the target train determines whether the corresponding first train is in the power supply system or not according to the predicted position, and if not, the corresponding running speed and running state are eliminated.
Optionally, the method further comprises: before the communication between the vehicle-mounted equipment of the target train and the vehicle-mounted equipment of the first train is established, a request for acquiring the train which belongs to the same power supply system as the target train is sent to the zone controller, so that the zone controller determines the first train according to the request.
Optionally, the method further comprises: and the vehicle-mounted equipment of the target train determines that the first train is not in a braking stage between the minimum station-stopping time and the maximum station-stopping time according to the predicted operation information, determines a departure instruction according to the prefabricated departure time, and controls the target train to depart according to the departure instruction.
According to the method for utilizing the train braking energy in the urban rail transit, provided by the embodiment of the invention, the new departure time can be determined by acquiring the running speed and the running state of other trains under the same power supply system as the target train between the minimum stop time and the maximum stop time of the target train, so that the overlapping time of the traction stage of the target train and the braking stage of the first train is longest, the departure time of the target train is reasonably updated, the braking energy is used for the traction and starting of the train, and the purpose of fully utilizing the braking energy to traction the train is achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a flow chart of an embodiment of a method for utilizing train braking energy in urban rail transit according to the invention;
FIG. 2 is a flow chart of an embodiment of a method for utilizing train braking energy in urban rail transit according to the invention;
FIG. 3 is a flow chart of an embodiment of a method for utilizing train braking energy in urban rail transit according to the present invention;
Detailed Description
In order to make the objects, 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 with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 shows a method for utilizing train braking energy in urban rail transit, which is provided by an embodiment of the present invention, and includes:
and S11, after the target train stops stably at the platform, the vehicle-mounted equipment of the target train establishes communication with the vehicle-mounted equipment of a first train, wherein the first train is all trains which are under the same power supply system with the target train.
With reference to step S11, it should be noted that, in the embodiment of the present invention, the train in the urban rail transit uses electric power to provide driving power. The same driving route is divided into a plurality of sections of driving areas, each area is provided with a power supply system, but a plurality of trains in the same area at a certain time point all adopt the same power supply system to provide electric power. A train (namely a target train) stops stably at a platform, waits for passengers to get on the train, and needs to be started to leave the platform once the stop time is reached. When the train is started, the power supply system is required to provide electric power for applying traction. During the braking process of the train, the motor can be converted into a generator mode, so that the braking energy is generated. These braking energies are usually directly merged into the power supply system network through the catenary (or third rail) and can be used as electric power for towing other trains. Therefore, after the target train is stopped at the platform, it is necessary to know which trains (i.e., the first train) belonging to the same power supply system may have the braking state, and only the braking energy generated by the train in the braking state during braking is applied to the starting of the target train, so that the braking energy can be efficiently utilized.
In the embodiment of the present invention, after the target train stops stably at the platform, the on-board device (such as train control subsystem ATP, on-board controller VOBC) of the target train sends a request for acquiring a train belonging to the same power supply system as the target train to the zone controller ZC, and the train request may include a train number and a location, because it is determined whether the train is in the corresponding driving zone through the location information. The zone controller ZC determines, according to the request, other trains belonging to the same power supply system, and for convenience of description, in this embodiment, all the other trains are the first train, that is: one or more first trains and the target train belong to the same power supply system. After the first train is determined, the on-board ATO device of the target train may establish communication with the on-board ATO device of the first train.
And S12, the vehicle-mounted equipment of the target train sends the minimum stop time and the maximum stop time of the target train at the platform stop to the vehicle-mounted equipment of the first train, and the vehicle-mounted equipment of the first train sends the predicted operation information of the first train between the minimum stop time and the maximum stop time to the target train.
With reference to step S12, it should be noted that, in the embodiment of the present invention, after the target train stops stably at the platform, the corresponding minimum stop time and maximum stop time may be obtained according to the driving plan. The stop time is the time when the train needs to stop at the platform.
After the communication is established between the vehicle-mounted equipment of the target train and the vehicle-mounted equipment of each first train, the minimum station-stopping time and the maximum station-stopping time are sent to the vehicle-mounted equipment of each first train.
After receiving the minimum stop time and the maximum stop time transmitted by the target train, the vehicle-mounted equipment ATO of each first train can estimate the running predicted speed and the predicted running state of the vehicle in the time period between the minimum stop time and the maximum stop time of the target train according to the position, the speed and the movement authorization of the vehicle-mounted equipment ATO. And the predicted running speed and the predicted running state are used as predicted operation information of the first train. The operating state here includes a driving state, a braking state, an inertia state or a traction state.
For example, the stop time of the target train is 8:40, the minimum stop time is 10s, and the maximum stop time is 30 s. The vehicle-mounted equipment of the first train can budget the running speed and the running state of the first train between 8:50 and 9:10 according to the position, the speed and the movement authorization of the first train.
In the embodiment of the invention, the vehicle-mounted device of the first train transmits the predicted speed and the predicted operation state to the vehicle-mounted device of the target train according to the preset transmission interval. If the preset transmission interval is 5s, the vehicle-mounted equipment of the first train transmits the running speed and the running state at 8:40, 8:45 and 8:50.
And S13, determining new departure time between the minimum stop time and the maximum stop time by the vehicle-mounted equipment of the target train according to the predicted operation information so as to maximize the overlapping time of the traction stage of the target train and the braking stage of the first train, determining a departure instruction according to the new departure time, and controlling the target train to depart according to the departure instruction.
With respect to step S13, it should be noted that, in the embodiment of the present invention, since it is predicted that the operation state has the possibility of the braking state, the onboard ATO device of the target train updates the departure time of the target train in the time zone between the minimum stop time and the maximum stop time according to the predicted driving speed and the operation state, and the updated departure time is the new departure time. In this embodiment, the updating of the departure time occurs under the situation that braking states exist in all the first trains, and at this time, the traction time of the target train overlaps with the braking time of the first train, and the overlapping time is longest, so that the braking energy is used for train traction starting, and the purpose of fully utilizing the braking energy is achieved. In addition, when the first train in the braking state does not exist in the time section between the minimum stop time and the maximum stop time, the target train does not update the departure time, the departure instruction is determined according to the preset departure time after the target train is started according to the driving plan, and the target train is controlled to depart according to the departure instruction.
In the embodiment of the present invention, generally, a vehicle-mounted ATO (Automatic Train Operation) determines the traction force and the traction duration according to the departure time, so vehicle-mounted devices (such as ATP and VOBC) for updating the departure time can send the updated departure time to the ATO, and the ATO controls departure.
According to the method for utilizing the train braking energy in the urban rail transit, provided by the embodiment of the invention, the new departure time can be determined by acquiring the running speed and the running state of other trains under the same power supply system as the target train between the minimum stop time and the maximum stop time of the target train, so that the overlapping time of the traction stage of the target train and the braking stage of the first train is longest, the departure time of the target train is reasonably updated, the braking energy is used for the traction start of the train, and the purpose of fully utilizing the braking energy to traction the train is achieved.
Fig. 2 shows a method for utilizing train braking energy in urban rail transit, which is provided by an embodiment of the present invention, and includes:
and S21, after the target train stops stably at the platform, the vehicle-mounted equipment of the target train establishes communication with the vehicle-mounted equipment of a first train, wherein the first train is all trains which are under the same power supply system with the target train.
And S22, the vehicle-mounted equipment of the target train sends the minimum stop time and the maximum stop time of the target train at the platform stop to the vehicle-mounted equipment of the first train, the vehicle-mounted equipment of the first train sends the predicted operation information of the first train between the minimum stop time and the maximum stop time to the target train, and the predicted operation information comprises the running speed and the running state.
S23, determining whether the first train is in a braking stage or not according to the running state, and if the running state of the first train is determined to be in the braking stage, obtaining predicted braking time according to the running speed;
s24, determining a time period with the longest continuous overlapping time of the predicted braking time and the traction time of the target train between the minimum station stopping time and the maximum station stopping time, updating the starting time of the time period to a new train sending time of the target train, determining a train sending instruction according to the new train sending time, and controlling the target train to send according to the train sending instruction.
Regarding the step S21 and the step S22, these steps are basically the same as the step S11 and the step S12 of the above embodiment, and are not described again here.
With respect to step S23 and step S24, it should be noted that, in the embodiment of the present invention, the on-board device (e.g., ATP, VOBC) of the target train determines which first trains are in the braking phase according to the driving speed and the operation state fed back by each first train, and obtains the predicted braking time according to the driving speed after determining the first trains in the braking phase.
A plurality of predicted braking times can be known during the time period between the minimum and maximum stop times, at which time a time period is determined during which the continuous overlap time of the predicted braking time and the pull time of the target train is the longest between the minimum and maximum stop times. The maximum continuous overlapping time can ensure the long time of the adopted braking energy when the target train is pulled, namely, the braking energy can be more fully utilized, and at the moment, the starting time of the time period is updated to the new train starting time of the target train.
Continuing with the example of the target train having a stop time of 8:40, a minimum stop time of 10s, and a maximum stop time of 30s, the first train includes A, B, C, D.
The predicted speed and the predicted running state are sent every 5 s.
When the ratio is 8:40, train A is in a braking state and train B, C, D is in a non-braking state. The on-board device of the target train has calculated the braking time of train a from the speed for 3 seconds.
When 8:45, the train A is in a non-braking state, the train B is in a braking state, the trains C and D are in a non-braking state, and the vehicle-mounted equipment of the target train calculates the braking time of the train B according to the speed for 8 s.
And when the ratio is 8:50, the train A is in a non-braking state, the train B is in a braking state, the train C is in a braking state, the train D is in a non-braking state, the vehicle-mounted equipment of the target train calculates the remaining 3s of the braking time of the train B according to the speed, and calculates the remaining 5s of the braking time of the train C.
When 8:55 and 9:00, the train A, B, C, D is in a non-braking state.
When the speed of the train A, B, C is 9:05, the train D is in a non-braking state, and the train D is in a braking state, the vehicle-mounted device of the target train calculates the braking time of the train D according to the speed and has the remaining 6 s.
As can be seen from the above, the time periods in which the continuous overlapping time is the longest are divided into 3s, 10s, and 6 s. At this time, the starting time of the time period is updated to the departure time of the target train, namely the updated new departure time is 8: 45.
According to the method for utilizing the train braking energy in the urban rail transit, provided by the embodiment of the invention, the new departure time can be determined by acquiring the running speed and the running state of other trains under the same power supply system as the target train between the minimum stop time and the maximum stop time of the target train, so that the overlapping time of the traction stage of the target train and the braking stage of the first train is longest, the departure time of the target train is reasonably updated, the braking energy is used for the traction start of the train, and the purpose of fully utilizing the braking energy to traction the train is achieved.
Fig. 3 shows a method for utilizing train braking energy in urban rail transit, which is provided by an embodiment of the present invention, and includes:
and S31, after the target train stops stably at the platform, the vehicle-mounted equipment of the target train establishes communication with the vehicle-mounted equipment of a first train, wherein the first train is all trains which are under the same power supply system with the target train.
And S32, the vehicle-mounted equipment of the target train sends the minimum stop time and the maximum stop time of the target train at the platform stop to the vehicle-mounted equipment of the first train, the vehicle-mounted equipment of the first train sends the predicted operation information of the first train between the minimum stop time and the maximum stop time to the target train, and the predicted operation information comprises a predicted position, a driving speed and a running state.
S33, determining whether the corresponding first train is in the power supply system according to the predicted position, if not, excluding the corresponding predicted running speed and preset running state, determining whether the first train is in a braking stage according to the rest running state, and if determining that the predicted running state of the first train is in the braking stage, obtaining predicted braking time according to the running speed;
s34, determining a time period with the longest continuous overlapping time of the predicted braking time and the traction time of the target train between the minimum station stopping time and the maximum station stopping time, updating the starting time of the time period to a new train sending time of the target train, determining a train sending instruction according to the new train sending time, and controlling the target train to send according to the train sending instruction.
The embodiment of the present invention is different from the above embodiments in that: the predicted operation information adds to the predicted location. The position information is added to judge whether other trains are in the same area in the time period between the minimum station stopping time and the maximum station stopping time, because the train stops, the present operation plan is completed or maintained, and the like, the operation state of the train cannot be taken as the basis for changing the departure time of the target train, and therefore, the driving speed and the operation state need to be eliminated.
Other steps are basically the same as the above embodiment, and are not described again.
According to the method for utilizing the train braking energy in the urban rail transit, provided by the embodiment of the invention, the new departure time can be determined by acquiring the running speed and the running state of other trains under the same power supply system as the target train between the minimum stop time and the maximum stop time of the target train, so that the overlapping time of the traction stage of the target train and the braking stage of the first train is longest, the departure time of the target train is reasonably updated, the braking energy is used for the traction start of the train, and the purpose of fully utilizing the braking energy to traction the train is achieved.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (5)
1. A method for utilizing train braking energy in urban rail transit is characterized by comprising the following steps:
when a target train stops stably at a platform, communication is established between vehicle-mounted equipment of the target train and vehicle-mounted equipment of a first train, wherein the first train is all trains which are under the same power supply system with the target train;
the vehicle-mounted equipment of the target train sends the minimum stop time and the maximum stop time of the target train at the station stop to the vehicle-mounted equipment of the first train, and the vehicle-mounted equipment of the first train sends the predicted operation information of the first train between the minimum stop time and the maximum stop time to the target train; the predicted operation information is the operation information of the first train in a time period between the minimum stop time and the maximum stop time of the target train according to the position, the speed and the movement authorization budget of the first train;
and the vehicle-mounted equipment of the target train determines new departure time between the minimum stop time and the maximum stop time according to the predicted operation information so as to maximize the overlapping time of the traction stage of the target train and the braking stage of the first train, determines a departure instruction according to the new departure time, and controls the target train to depart according to the departure instruction.
2. The method for utilizing train braking energy in urban rail transit according to claim 1, wherein the determining a new departure time between the minimum stop time and the maximum stop time according to the predicted operation information comprises:
the predicted operation information comprises an operation state and a driving speed;
determining whether the first train is in a braking stage or not according to the running state, and if the running state of the first train is determined to be in the braking stage, obtaining predicted braking time according to the running speed;
determining a time period between the minimum and maximum stop times during which the predicted braking time continuously overlaps the traction time of the target train for a longest period of time;
updating the starting time of the time period to a new train sending time of the target train.
3. The method for utilizing train braking energy in urban rail transit according to claim 1, further comprising: the predicted operation information further comprises a predicted position of the first train between the minimum stop time and the maximum stop time, which is sent to the on-board equipment of the target train by the on-board equipment of the first train;
and the vehicle-mounted equipment of the target train determines whether the corresponding first train is in the power supply system or not according to the predicted position, and if not, the corresponding running speed and running state are eliminated.
4. The method for utilizing train braking energy in urban rail transit according to claim 1, further comprising: before the communication between the vehicle-mounted equipment of the target train and the vehicle-mounted equipment of the first train is established, a request for acquiring the train which belongs to the same power supply system as the target train is sent to the zone controller, so that the zone controller determines the first train according to the request.
5. The method for utilizing train braking energy in urban rail transit according to claim 1, further comprising: and the vehicle-mounted equipment of the target train determines that the first train is not in a braking stage between the minimum station-stopping time and the maximum station-stopping time according to the predicted operation information, determines a departure instruction according to the prefabricated departure time, and controls the target train to depart according to the departure instruction.
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