CN113306604A - Energy storage design method for train-mounted energy storage equipment - Google Patents
Energy storage design method for train-mounted energy storage equipment Download PDFInfo
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- CN113306604A CN113306604A CN202110578034.9A CN202110578034A CN113306604A CN 113306604 A CN113306604 A CN 113306604A CN 202110578034 A CN202110578034 A CN 202110578034A CN 113306604 A CN113306604 A CN 113306604A
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Abstract
The invention discloses a method for designing stored energy of train-mounted energy storage equipment, which comprises the following steps: acquiring related information of a target train; designing simulation conditions according to the relevant information; obtaining an operation speed curve optimization algorithm of the target train according to the simulation conditions and the coasting energy-saving strategy; according to an optimization algorithm, calculating a plurality of arrival running speed curves of the target train under the condition that the vehicle-mounted energy storage equipment is not limited by energy in batch to form a curve cluster; obtaining the accumulated operation energy consumption of each curve of the train according to each curve in the curve cluster, and sequencing the accumulated operation energy consumption of each curve in the curve cluster; setting the arrival coverage rate of the whole train running line; obtaining the minimum stored energy of the vehicle-mounted energy storage equipment according to the operation energy consumption sequence and the arrival coverage rate; judging whether the minimum stored energy is suitable or not according to hardware constraint conditions of the vehicle-mounted energy storage equipment, and if so, finishing the design; if not, returning to recalculate until being suitable, and ending the design.
Description
Technical Field
The invention relates to the technical field of train emergency guidance, in particular to a method for designing stored energy of train-mounted energy storage equipment.
Background
In train operation, various abnormal conditions sometimes occur to cause train operation abnormity, such as severe weather, high-voltage cable falling, contact network faults, power supply system faults and other abnormal conditions, which can cause contact network power failure, thereby causing train power loss and train power failure and further influencing normal daily train operation; even potential safety hazards can be caused by the problems of high and low temperature, oxygen deficiency and the like in the train power-off carriage.
Therefore, some trains can be provided with vehicle-mounted energy storage equipment selectively, and the trains with the vehicle-mounted energy storage equipment have emergency self-running capability in a non-contact network state, so that emergency starting can be realized when emergency abnormal conditions occur, and the trains can run under the driving of the vehicle-mounted energy storage equipment to reach nearby stations, thereby further realizing the purpose of self-rescue. However, due to the limitations of the installation space of the train and the energy density of the vehicle-mounted energy storage device, the battery capacity of the vehicle-mounted energy storage device is limited, and meanwhile, when the train is in an emergency running state, the vehicle-mounted energy storage device not only needs to provide energy required by a traction transmission system, but also needs to provide electric energy required by auxiliary systems such as lighting, ventilation, an air conditioner, an oxygen generator and the like, so that the vehicle-mounted energy storage device for emergency running traction running is very limited.
Disclosure of Invention
The invention aims to provide a method for designing the stored energy of train-mounted energy storage equipment, so as to ensure that the train-mounted energy storage equipment has proper maximum capacity.
The technical scheme for solving the technical problems is as follows:
the invention provides a method for designing stored energy of train-mounted energy storage equipment, which comprises the following steps:
s1: acquiring related information of a target train;
s2: designing simulation conditions according to the related information;
s3: according to the simulation conditions, a running speed curve optimization algorithm of the train is adopted, a plurality of arrival running speed curves of the target train under the condition that the vehicle-mounted energy storage equipment is not limited by energy are calculated in batches, and a curve cluster is formed;
s4: obtaining the accumulated operation energy consumption of each curve of the train according to each curve in the curve cluster, and sequencing the accumulated operation energy consumption of each curve in the curve cluster to obtain an accumulated operation energy consumption sequencing result;
s5: setting the arrival coverage rate of the whole train running line;
s6: obtaining the minimum stored energy of the vehicle-mounted energy storage equipment according to the accumulated operation energy consumption sequencing result and the arrival coverage rate;
s7: judging whether the minimum stored energy reaches a preset threshold value or not according to hardware constraint conditions of the vehicle-mounted energy storage equipment, if so, finishing the design, and otherwise, entering a step S8;
s8: and adjusting the arrival coverage rate of the whole line, and returning to the step S6 for recalculation.
Optionally, in step S1, the train-related information includes:
route information and the target vehicle own parameter information.
Optionally, the line information includes:
station kilometer post information and/or speed limit information and/or gradient information and/or curve information;
optionally, the target vehicle own parameter information includes:
train weight information and/or train length information and/or unit basis resistance information and/or emergency traction characteristic information and/or emergency braking characteristic information and/or transmission efficiency information and/or auxiliary power information and/or energy consumption model information.
Alternatively, the step S3 includes the following substeps:
s31: acquiring a target line in the simulation condition and all fault points in the target line;
s32: entering a current fault point according to all the fault points, and judging whether the target train can run bidirectionally at the current fault point, if so, entering a step S34, otherwise, entering a step S33;
s33: judging whether the target train can run in a single direction at the current fault point, if so, entering step S35, otherwise, entering step S36;
s34: according to the coasting energy-saving strategy, calculating a bidirectional running speed curve and corresponding accumulated running energy consumption of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit, outputting a minimum energy consumption value, and entering step S37;
s35: according to the coasting energy-saving strategy, calculating a unidirectional running speed curve and corresponding accumulated running energy consumption of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit, and entering step S37;
s36: outputting the current fault point as a fault point at which the target train cannot arrive at the station, and entering step S37;
s37: judging whether the current fault point is the last fault point in the target line, if so, entering a step S39, otherwise, entering a step S38;
s38: acquiring a next fault point of the current fault point, and returning to the step S32;
s39: and calculating a plurality of arrival running speed curves of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit in batches by adopting a running speed curve optimization algorithm of the train according to the last fault point to form a curve cluster.
Alternatively, the step S7 includes the following substeps:
s61: accumulating and calculating the line length of the accumulated operation energy consumption of the effective operation range of each fault point before the target fault point according to the accumulated operation energy consumption sequencing result;
s62: calculating the percentage of the line length of the accumulated running energy consumption to the target line length;
s63: judging whether the percentage is larger than the station arrival coverage rate of the whole line, if so, entering step S64, otherwise, entering step S61;
s64: and determining the accumulated operation energy consumption corresponding to the target fault point as the minimum capacity of the vehicle-mounted energy storage device.
Optionally, the operating energy consumption comprises:
the sum of the traction energy consumption of the target train in the running process and the energy consumption of the target train auxiliary system.
Optionally, the auxiliary system includes an electrical energy module that provides electrical energy required for operation of the train.
The invention has the following beneficial effects:
through the technical scheme, namely the method for calculating the stored energy of the train-mounted energy storage equipment, provided by the invention, the emergency walking capability of the train under the abnormal condition can be improved on the basis of meeting the requirement of the train installation space, so that the rescue success rate is improved.
Drawings
Fig. 1 is a flowchart of a stored energy designing method of a train-mounted energy storage device according to an embodiment of the present invention;
FIG. 2 is a flowchart illustrating the substeps of step S3 in FIG. 1;
fig. 3 is an energy-saving optimized speed curve of a train during normal operation according to the energy storage design method for train-mounted energy storage equipment provided by the embodiment of the invention;
fig. 4 is a schematic diagram of an coasting curve of the stored energy design method for the train-mounted energy storage device according to the embodiment of the present invention;
fig. 5 is a sequence diagram of the accumulated energy consumption ranking of the energy storage design method for train-mounted energy storage devices according to the embodiment of the present invention;
FIG. 6 is a flowchart illustrating the substeps of step S6 in FIG. 1;
fig. 7 is a schematic diagram illustrating a calculation method of the effective operating range in step S61 in fig. 6.
Detailed Description
The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.
Examples
The invention provides a method for designing stored energy of train-mounted energy storage equipment, which is shown in figure 1 and comprises the following steps:
s1: acquiring related information of a target train;
here, the target train-related information includes: route information and the target vehicle own parameter information. The route information may be one or a combination of more of station kilometer post information, speed limit information, gradient information, curve information and weather information, and those skilled in the art can selectively set the route information by combining the present invention and the actual situation.
Similarly, the target vehicle own parameter information may be one or more of train weight information, train length information, unit basic resistance information, emergency traction characteristic information, emergency braking characteristic information, transmission efficiency information, auxiliary power information and energy consumption model information, and those skilled in the art can also selectively set the method in combination with the present invention and the actual situation.
S2: designing simulation conditions according to the related information;
in order to make the simulation conditions conform to the present design content and have high compatibility, the simulation conditions are designed according to one or more of the related information. The simulation conditions herein may include a fault point at which the target train travels the entire route, a traveling speed of the target train at the time of emergency traveling, and a traveling direction of the train, etc.
S3: and calculating a plurality of arrival running speed curves of the target train under the condition of no energy limit of the vehicle-mounted energy storage equipment in batches according to the simulation condition and the running speed curve optimization algorithm of the train to form a curve cluster.
Here, referring to fig. 2, step S3 specifically includes the following sub-steps:
s31: acquiring a target line in the simulation condition and all fault points in the target line;
s32: entering a current fault point according to all the fault points, and judging whether the target train can run bidirectionally at the current fault point, if so, entering a step S34, otherwise, entering a step S33;
s33: judging whether the target train can run in a single direction at the current fault point, if so, entering step S35, otherwise, entering step S36;
s34: according to the coasting energy-saving strategy, calculating a bidirectional running speed curve and corresponding accumulated running energy consumption of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit, outputting a minimum energy consumption value, and entering step S37;
s35: according to the coasting energy-saving strategy, calculating a unidirectional running speed curve and corresponding accumulated running energy consumption of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit, and entering step S37;
s36: outputting the current fault point as a fault point at which the target train cannot arrive at the station, and entering step S37;
s37: judging whether the current fault point is the last fault point in the target line, if so, entering a step S39, otherwise, entering a step S39;
s38: acquiring a next fault point of the current fault point, and returning to the step S32;
s39: and calculating a plurality of arrival running speed curves of the target train under the condition of no energy limit of the vehicle-mounted energy storage equipment in batches according to the running speed curve optimization algorithm of the train and the last fault point to form a curve cluster.
It should be noted that, in the present invention, the coasting energy saving strategy refers to that all power sources of the target train are cut off to obtain the most energy-saving output result, in this case, the target train converts its gravitational potential energy into kinetic energy to drive it to walk. The operation speed curve optimization algorithm of the train is an optimization algorithm generated according to the coasting energy-saving strategy, and specifically, as shown in fig. 3, when the train starts, the train runs in full-force traction, when the train approaches the speed limit, the train is converted into constant-speed running, a section of coasting is performed before stopping, and finally the train is stopped in full-force braking. When the train is in full traction operation, the requirement on train traction energy consumption is the largest; when the train runs in a constant-speed traction mode, only the running resistance of the train needs to be overcome, and the energy consumption of the train is relatively small; when the train is in the idle running and braking stages, the energy consumption of the train is only the energy consumption of an auxiliary system, so the overall energy consumption of the train is lower than that of the traction running stage. Based on the above, the operation speed curve optimization algorithm of the train comprises the following steps:
1. solving a constant speed operating speed curve
The solution in this section is consistent with the solution description of fig. 3.
2. Solving a single inertia curve
In the constant-speed operation speed curve, the train working condition of the constant-speed part is composed of a plurality of traction-braking subintervals, and for a specific traction-braking subinterval, an idling working condition alternative is searched.
Referring to fig. 4, for a certain "traction-braking" sub-interval, possible coasting schemes are calculated from a traction condition starting position and a braking condition starting position respectively, that is, two possible boundary coasting schemes for the "traction-braking" sub-interval, that is, a lowest coasting speed boundary coasting scheme and a highest coasting speed boundary coasting scheme; the coasting scheme searching by the intermediate position of the traction condition start position and the braking condition start position is within the two boundary coasting scheme
3. Obtaining an emergency self-walking speed curve based on the lazy walking optimization
After all 'traction-brake' subintervals which can be replaced in the constant-speed section are inserted into the coasting working condition for replacement, a global coasting optimization-based emergency self-propelled speed curve can be obtained.
S4: and obtaining the accumulated operation energy consumption of each curve of the train according to each curve in the curve cluster, and sequencing the accumulated operation energy consumption of each curve in the curve cluster to obtain an accumulated operation energy consumption sequencing result. Referring to fig. 5, the effective operating range coverage of the fault point is gradually increased in the cumulative calculation direction of the search.
S5: setting the arrival coverage rate of the whole train running line;
when the arrival coverage of the train on the whole route is set, the coverage may be set to 100% by default if not specifically described.
S6: obtaining the minimum stored energy of the vehicle-mounted energy storage equipment according to the accumulated operation energy consumption sequence and the arrival coverage rate;
specifically, referring to fig. 6, the step S6 includes the following sub-steps:
s61: accumulating and calculating the line length of the accumulated operation energy consumption of the effective operation range of each fault point before the target fault point according to the sequencing result;
referring to fig. 7, if the distance between the i-1 th failure point and the i-th failure point is Xi-1 and the distance between the i-th failure point and the i +1 th failure point is Xi, the effective operating range of the i-th failure point is calculated as (Xi + Xi-1)/2. Of course, those skilled in the art may also calculate the effective operating range of the ith fault point in other manners, and the present invention is not limited in particular.
S62: calculating the percentage of the line length of the accumulated running energy consumption to the target line length;
s63: judging whether the percentage is larger than the station arrival coverage rate of the whole line, if so, entering a step S64, otherwise, entering a step S61;
s64: and determining the accumulated operation energy consumption corresponding to the target fault point as the minimum capacity of the vehicle-mounted energy storage device.
S7: judging whether the minimum stored energy reaches a preset threshold value or not according to hardware constraint conditions of the vehicle-mounted energy storage equipment, and if so, finishing the design; otherwise, go to step S8;
after the minimum stored energy is judged, if the minimum stored energy is appropriate, whether the area where the station can not be arrived is acceptable in the running process of the target train or not is further judged, the station can wait for rescue in the area, and if so, a result is output; otherwise, the process proceeds to step S8.
S8: and adjusting the arrival coverage rate of the whole line, and returning to the step S6 for recalculation.
The invention has the following beneficial effects:
through the technical scheme, namely the method for calculating the stored energy of the train-mounted energy storage equipment, provided by the invention, the emergency walking capability of the train under the abnormal condition can be improved on the basis of meeting the requirement of the train installation space, so that the rescue success rate is improved.
Optionally, the operating energy consumption comprises:
the sum of the traction energy consumption of the target train in the running process and the energy consumption of the target train auxiliary system.
Optionally, the auxiliary system comprises the electrical energy required to be provided during train operation.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (8)
1. A method for designing stored energy of train-mounted energy storage equipment is characterized by comprising the following steps:
s1: acquiring related information of a target train;
s2: designing simulation conditions according to the related information;
s3: according to the simulation conditions, a running speed curve optimization algorithm of the train is adopted, a plurality of arrival running speed curves of the target train under the condition that the vehicle-mounted energy storage equipment is not limited by energy are calculated in batches, and a curve cluster is formed;
s4: obtaining the accumulated operation energy consumption of each curve of the train according to each curve in the curve cluster, and sequencing the accumulated operation energy consumption of each curve in the curve cluster to obtain an accumulated operation energy consumption sequencing result;
s5: setting the arrival coverage rate of the whole train running line;
s6: obtaining the minimum stored energy of the vehicle-mounted energy storage equipment according to the accumulated operation energy consumption sequencing result and the arrival coverage rate;
s7: judging whether the minimum stored energy reaches a preset threshold value or not according to hardware constraint conditions of the vehicle-mounted energy storage equipment, if so, finishing the design, and otherwise, entering a step S8;
s8: and adjusting the arrival coverage rate of the whole line, and returning to the step S6 for recalculation.
2. The method for designing stored energy of an energy storage device on board a train as set forth in claim 1, wherein in step S1, the train-related information includes:
route information and the target vehicle own parameter information.
3. The method for designing stored energy of an energy storage device on board a train according to claim 2, wherein the route information includes:
station kilometer post information and/or speed limit information and/or gradient information and/or curve information.
4. The method for designing stored energy of an on-board energy storage device of a train according to claim 2, wherein the target vehicle own parameter information includes:
train weight information and/or train length information and/or unit basis resistance information and/or emergency traction characteristic information and/or emergency braking characteristic information and/or transmission efficiency information and/or auxiliary power information and/or energy consumption model information.
5. The stored energy designing method of train-mounted energy storage equipment as claimed in claim 1, wherein said step S3 includes the following substeps:
s31: acquiring a target line in the simulation condition and all fault points in the target line;
s32: entering a current fault point according to all the fault points, and judging whether the target train can run bidirectionally at the current fault point, if so, entering a step S34, otherwise, entering a step S33;
s33: judging whether the target train can run in a single direction at the current fault point, if so, entering step S35, otherwise, entering step S36;
s34: according to the coasting energy-saving strategy, calculating a bidirectional running speed curve and corresponding accumulated running energy consumption of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit, outputting a minimum energy consumption value, and entering step S37;
s35: according to the coasting energy-saving strategy, calculating a unidirectional running speed curve and corresponding accumulated running energy consumption of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit, and entering step S37;
s36: outputting the current fault point as a fault point at which the target train cannot arrive at the station, and entering step S37;
s37: judging whether the current fault point is the last fault point in the target line, if so, entering a step S39, otherwise, entering a step S38;
s38: acquiring a next fault point of the current fault point, and returning to the step S32;
s39: and calculating a plurality of arrival running speed curves of the target train under the condition that the vehicle-mounted energy storage equipment has no energy limit in batches by adopting a running speed curve optimization algorithm of the train according to the last fault point to form a curve cluster.
6. The method for designing stored energy of an energy storage device on board a train as set forth in claim 5, wherein the step S6 includes the sub-steps of:
s61: accumulating and calculating the line length of the accumulated operation energy consumption of the effective operation range of each fault point before the target fault point according to the accumulated operation energy consumption sequencing result;
s62: calculating the percentage of the line length of the accumulated running energy consumption to the target line length;
s63: judging whether the percentage is larger than the station arrival coverage rate of the whole line, if so, entering a step S64, otherwise, entering a step S61;
s64: and determining the accumulated operation energy consumption corresponding to the target fault point as the minimum capacity of the vehicle-mounted energy storage device.
7. The energy storage design method of the train-mounted energy storage device according to any one of claims 1 to 6, wherein the operation energy consumption comprises:
the sum of the traction energy consumption of the target train in the running process and the energy consumption of the target train auxiliary system.
8. The method of claim 7, wherein the auxiliary system comprises a power module for providing power required for operation of the train.
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