CN107832865B - Subway train operation energy-saving calculation method based on ground-positioned energy storage device - Google Patents

Subway train operation energy-saving calculation method based on ground-positioned energy storage device Download PDF

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CN107832865B
CN107832865B CN201710790717.4A CN201710790717A CN107832865B CN 107832865 B CN107832865 B CN 107832865B CN 201710790717 A CN201710790717 A CN 201710790717A CN 107832865 B CN107832865 B CN 107832865B
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杨立兴
高自友
刘佩
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Beijing Jiaotong University
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Abstract

The invention discloses a subway train operation energy-saving calculation method based on a ground-positioned energy storage device, which comprises the following steps of S1: initialization time T, time step delta, simulation time T and energy E of energy storage devicenStorage time
Figure DDA0001399140640000011
S2: determining traction energy consumption according to state of train i at moment t
Figure DDA0001399140640000012
Auxiliary energy consumption
Figure DDA0001399140640000013
Regenerative braking energy
Figure DDA0001399140640000014
S3: from the range of application S of the energy storage means nn，SnWhen no train is in the train, updating E according to the energy and the energy storage time of the energy storage devicen、
Figure DDA00013991406400000113
S4：SnWhen a train is in the train, S is calculated according to S2 and the energy storage time of the energy storage devicenEnergy actually consumed by internal train
Figure DDA0001399140640000015
Immediate use regenerative braking energy
Figure DDA0001399140640000016
Regenerative braking energy with delayed utilization
Figure DDA0001399140640000017
And update En、
Figure DDA00013991406400000114
S5: the calculation is not at any SnEnergy consumed by internal train
Figure DDA0001399140640000018
Regenerative braking energy generated
Figure DDA0001399140640000019
S6: calculating the total energy actually consumed by all trains at the time t from S4 and S5
Figure DDA00013991406400000110
Immediate utilization of total regenerative braking energy
Figure DDA00013991406400000111
Total regenerative braking energy with time delay utilization
Figure DDA00013991406400000112
And updating T to T + delta, and repeating the steps until T to T is finished.

Description

Subway train operation energy-saving calculation method based on ground-positioned energy storage device
Technical Field
The invention relates to the field of urban rail transit optimization. More particularly, to a floor-based system
A subway train operation energy-saving calculation method of an energy storage device.
Background
The subway train realizes the control of traction and braking by an automatic control system in the running process. The train consumes a large amount of energy (including traction energy consumption and auxiliary energy consumption) during the traction phase, and generates considerable regenerative electric energy during the braking phase. The regenerative electric energy is obtained by converting kinetic energy of the train through a traction inverter, and is called regenerative braking energy. At present, the absorption and utilization of regenerative braking energy are important measures for improving the energy utilization rate of an urban rail transit system, namely, the absorption and utilization of regenerative braking energy indirectly play an important role in protecting the environment while realizing energy conservation.
In practice, the most direct way of utilizing regenerative braking energy is immediate utilization. The utilization process comprises the following steps: regenerative braking energy generated during train braking is fed back to the traction network through the pantograph and is further utilized by adjacent traction trains or auxiliary equipment in real time. At this time, the regenerative braking energy that is not utilized immediately is consumed by the resistive load on the traction supply grid, so as to maintain the balance of the traction grid voltage and thus protect the power supply system. However, with the acceleration of subway construction, further research on regenerative braking energy is necessary to meet the energy saving requirement of urban rail transit.
At present, energy storage devices are in operation due to the development of energy storage technology. The energy storage device can absorb the regenerative braking energy generated by the train in the braking stage but not utilized immediately, and when the train is accelerated to start, the regenerative braking energy is fed back to the traction power supply network for the train to use, so that the dual purposes of stabilizing the voltage of the traction network and saving energy are achieved. This process is referred to as delayed utilization of regenerative braking energy.
Disclosure of Invention
In order to solve the problem of absorption and utilization of regenerative braking energy, the invention provides a subway train operation energy-saving calculation method based on a ground-positioned energy storage device, which comprises the following steps:
s1: initializing initial time T, time step delta, total simulation time T and energy E of energy storage devicenStorage time
Figure BDA0001399140620000011
S2: determining the traction energy consumption of the train according to the running state of the train i at the moment t
Figure BDA0001399140620000012
Auxiliary energy consumption
Figure BDA0001399140620000013
Regenerative braking energy
Figure BDA0001399140620000014
S3: from the range of application S of the energy storage means nnAnd determining time SnWhether a train is in the train or not is judged;
s4: if time t is SnIf there is no train in the train, respectively updating E according to the energy storage device with no energy and the energy storage timenAnd
Figure BDA0001399140620000021
s5: if time t is SnThe inside of the train is provided with a knot S2And if so, respectively calculating the total energy consumed by all trains in the range
Figure BDA0001399140620000022
Total regenerative braking energy generated
Figure BDA0001399140620000023
Judging the magnitude relation between the two;
s6: from the result of S5, S is determined based on the absence of energy and the storage time of the energy storage devicenEnergy actually consumed by all trains in the train
Figure BDA0001399140620000024
Immediate use regenerative braking energy
Figure BDA0001399140620000025
Regenerative braking energy with delayed utilization
Figure BDA0001399140620000026
And update EnAnd
Figure BDA0001399140620000027
s7: the calculation does not belong to the application range S of any energy storage devicenTotal energy consumed by all trains in train
Figure BDA0001399140620000028
Total regenerative braking energy generated
Figure BDA0001399140620000029
S8: the results of S6 and S7 calculate the total energy actually consumed by all trains on the t-time line
Figure BDA00013991406200000210
Immediate utilization of total regenerative braking energy
Figure BDA00013991406200000211
Delayed utilizationTotal regenerative braking energy of
Figure BDA00013991406200000212
And updating T to T + delta, and repeating the steps until the calculation is finished when T to T.
Preferably, the energy E of the energy storage device in S4nWhen equal to 0, update
Figure BDA00013991406200000213
E n0; when E isnNot equal to 0, and storage time
Figure BDA00013991406200000214
Less than the effective storage time TnWhen is at time
Figure BDA00013991406200000215
Updating
Figure BDA00013991406200000216
En＝En(ii) a When E isnNot equal to 0, and
Figure BDA00013991406200000217
updating
Figure BDA00013991406200000218
En＝En-ΔE(Enδ), where Δ E (E)nAnd delta) is the regenerative braking energy dissipated by the energy storage device within the time period delta.
Preferably, when E in S6 n0 and
Figure BDA00013991406200000219
time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure BDA00013991406200000220
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000221
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000222
Updating
Figure BDA00013991406200000223
En＝0；
When E isn0 and
Figure BDA00013991406200000224
time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure BDA00013991406200000225
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000226
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000227
Updating
Figure BDA00013991406200000228
En＝0；
When E isn0 and
Figure BDA00013991406200000229
time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure BDA00013991406200000230
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000231
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000232
Updating
Figure BDA00013991406200000233
Wherein
Figure BDA00013991406200000234
And the eta represents the loss rate of the regenerative braking energy in the feedback process.
Preferably, when E in S6nNot equal to 0 and
Figure BDA00013991406200000235
and is
Figure BDA00013991406200000236
The energy storage device is then only involved in the process of releasing energy. If EnThe following conditions are satisfied:
Figure BDA00013991406200000237
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA0001399140620000031
The instantly utilized regenerative braking energy is
Figure BDA0001399140620000032
The regenerative braking energy used in a delayed manner is
Figure BDA0001399140620000033
Updating
Figure BDA0001399140620000034
En＝0；
When E isnNot equal to 0 and
Figure BDA0001399140620000035
and is
Figure BDA0001399140620000036
When, if EnThe following conditions are satisfied:
Figure BDA0001399140620000037
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA0001399140620000038
The instantly utilized regenerative braking energy is
Figure BDA0001399140620000039
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000310
Updating
Figure BDA00013991406200000311
En＝0；
When E isnNot equal to 0 and
Figure BDA00013991406200000312
and is
Figure BDA00013991406200000313
When, if EnThe following conditions are satisfied:
Figure BDA00013991406200000314
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA00013991406200000315
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000316
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000317
Updating
Figure BDA00013991406200000318
Where η represents the rate of loss of regenerative braking energy during the feedback process.
Preferably, theWhen E in S6nNot equal to 0 and
Figure BDA00013991406200000319
and is
Figure BDA00013991406200000320
The energy storage device then involves a release process of energy as well as a decay process. If En-ΔE(Enδ) satisfies the following condition:
Figure BDA00013991406200000321
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA00013991406200000322
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000323
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000324
Updating
Figure BDA00013991406200000325
En＝0；
When E isnNot equal to 0 and
Figure BDA00013991406200000326
and is
Figure BDA00013991406200000327
When, if En-ΔE(Enδ) satisfies the following condition:
Figure BDA00013991406200000328
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA00013991406200000329
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000330
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000331
Updating
Figure BDA00013991406200000332
En＝0；
When E isnNot equal to 0 and
Figure BDA00013991406200000333
and is
Figure BDA00013991406200000334
When, if En-ΔE(Enδ) satisfies the following condition:
Figure BDA00013991406200000335
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA00013991406200000336
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000337
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000338
Updating
Figure BDA00013991406200000339
Figure BDA00013991406200000340
Where η represents the rate of loss of regenerative braking energy during the feedback process, Δ E (E)nAnd delta) is the regenerative braking energy dissipated by the energy storage device within the time period delta.
Preferably, when E in S6nNot equal to 0 and
Figure BDA00013991406200000341
and is
Figure BDA00013991406200000342
At this time, the energy storage device does not relate to the energy change process, and the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA0001399140620000041
The instantly utilized regenerative braking energy is
Figure BDA0001399140620000042
The regenerative braking energy used in a delayed manner is
Figure BDA0001399140620000043
Updating
Figure BDA0001399140620000044
En＝En；
When E isnNot equal to 0 and
Figure BDA0001399140620000045
and is
Figure BDA0001399140620000046
At this time, the energy storage device only relates to the attenuation process of the energy, and the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA0001399140620000047
The instantly utilized regenerative braking energy is
Figure BDA0001399140620000048
The regenerative braking energy used in a delayed manner is
Figure BDA0001399140620000049
Updating
Figure BDA00013991406200000410
En＝En-ΔE(Enδ), where η represents the rate of loss of regenerative braking energy during feedback, Δ E (E)nAnd delta) is the regenerative braking energy dissipated by the energy storage device within the time period delta.
Preferably, when E in S6nNot equal to 0 and
Figure BDA00013991406200000411
and is
Figure BDA00013991406200000412
At this time, the energy storage device only relates to the energy storage process, and the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA00013991406200000413
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000414
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000415
Updating
Figure BDA00013991406200000416
When E isnNot equal to 0 and
Figure BDA00013991406200000417
and is
Figure BDA00013991406200000418
When the energy storage device is involved in the energy attenuation process and the energy storage process, the energy storage process replaces the energy attenuation process when new regenerative braking energy is generated and stored in the energy storage device, so that the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure BDA00013991406200000424
The instantly utilized regenerative braking energy is
Figure BDA00013991406200000419
The regenerative braking energy used in a delayed manner is
Figure BDA00013991406200000420
Updating
Figure BDA00013991406200000421
Figure BDA00013991406200000422
Wherein
Figure BDA00013991406200000423
And the eta represents the loss rate of the regenerative braking energy in the feedback process.
The invention has the following beneficial effects:
the invention simultaneously considers the processes of immediate utilization and delayed utilization of regenerative braking energy, further improves the utilization rate of the regenerative braking energy and reduces the total energy consumption of the subway operation system to the maximum extent.
Drawings
The following describes embodiments of the present invention in further detail with reference to the accompanying drawings.
FIG. 1 is a schematic illustration of a subway line;
fig. 2 is a graph of the energy change of the energy storage device 1;
FIG. 3 is a graph of the energy change of the energy storage device 2;
fig. 4 is a graph of the energy change of the energy storage device 3;
FIG. 5 is a graph of the energy change of the energy storage device 4;
FIG. 6 is a graph of the energy change of the energy storage device 5;
FIG. 7 is a graph of the energy change of the energy storage device 6;
FIG. 8 is a graph of the energy change of the energy storage device 7;
FIG. 9 is a graph of the energy change of the energy storage device 8;
FIG. 10 is a graph of the energy change of the energy storage device 9;
FIG. 11 is a graph illustrating the energy change of energy storage device 10;
FIG. 12 is a graph of the energy change of the energy storage device 11;
FIG. 13 is a graph of the energy change of the energy storage device 12;
FIG. 14 is a graph of the energy change of the energy storage device 13;
fig. 15 is a graph of the energy change of the energy storage device 14.
Detailed Description
In order to more clearly illustrate the invention, the invention is further described below with reference to preferred embodiments and the accompanying drawings. Similar parts in the figures are denoted by the same reference numerals. It is to be understood by persons skilled in the art that the following detailed description is illustrative and not restrictive, and is not to be taken as limiting the scope of the invention.
For the working principle of the ground energy storage device, the following detailed description is first given:
the application range is as follows: the regenerative braking energy generated during the braking of the train can be only used by the accelerating train or auxiliary equipment within a certain range, and the regenerative braking energy which is not utilized immediately can only be stored in the ground-mounted energy storage device within the range.
And (3) a storage process: the instant utilization process of the regenerative braking energy is prior to the delayed utilization process, namely when the train brakes, the generated regenerative braking energy is preferentially and immediately utilized by the accelerating train or auxiliary equipment in the application range. Only when the regenerative braking energy is not immediately utilized, the residual regenerative braking energy is stored in the on-site energy storage device within the range through the traction network.
And (3) a release process: the priority of the energy released by the ground energy storage device is higher than that of the substation, namely when the accelerating train is in the application range of the ground energy storage device, the ground energy storage device can release the energy preferentially to supply the train to run. And the power substation starts to release energy only when the energy provided by the ground energy storage device is insufficient.
Storage time: the regenerative braking energy stored in the ground-based energy storage device has a certain timeliness, and begins to gradually decay and dissipate when the regenerative braking energy is not utilized or is not fully utilized within a given available storage time.
Storage capacity: the ground-placed energy storage device can not store energy without limit, and can only reach the upper limit of the capacity of the ground-placed energy storage device, wherein the upper limit is the maximum storage capacity of the ground-placed energy storage device.
Referring to the subway line diagram shown in fig. 1, the process of utilizing regenerative braking energy will be briefly described as follows. Considering bidirectional subway lines (ascending and descending), each station is provided with a ground-based energy storage device. In the figure Sn,Sn+1The application ranges of the ground energy storage devices ESD # n and ESD # n +1 are respectively shown, the positions of the trains represent the running states of the trains at the same time t, in the figure, the trains 1 and 3 are in a traction state, and the trains 2 and 4 are in a braking state. Since the train 1 and the train 2 are in the same energy storage device application range, the regenerative braking energy generated by the train 2 can be instantly utilized by the train 1. When the regenerative braking energy generated by the train 2 is larger than the energy required by the train 1, the regenerative braking energy which is not utilized immediately is stored in an energy storage device ESD # n; when the regenerative braking energy generated by the train 2 is not enough for the train 1 to normally run, the energy storage device ESD # n can release energy preferentially; when the energy in the energy storage device ESD # n is also insufficient, the required electrical energy is transferred through the substation. In addition, since the train 3 does not belong to the application range to which any energy storage device belongs, the electric energy required by the train 3 can be provided only by the substation. When the train 4 is braked, no accelerating train exists in the application range of the corresponding energy storage device, so that the generated regenerative braking energy is absorbed by the energy storage device ESD # n + 1.
The energy consumption of the train under different operating conditions is shown in table 1.
TABLE 1 energy consumption situation under various operating conditions
Figure BDA0001399140620000061
The traction energy consumption refers to electric energy consumed by the train during the interval acceleration starting. The energy consumption of traction is influenced by vehicle attributes (including vehicle self weight and basic resistance calculation parameters), locomotive attributes (including running resistance and engine power), line attributes (including path mileage and line gradient) and other relevant factors. The specific calculation formula is as follows:
Figure BDA0001399140620000062
here, EtrRepresenting the total traction energy consumption of the train, i representing the train,
Figure BDA0001399140620000063
representing the energy consumption of traction of train i, T representing the total train operation time,
Figure BDA0001399140620000064
representing the traction power, v, of the train i at time ti(t) represents the speed of train i at time t,
Figure BDA0001399140620000065
represents the tractive effort of train i at time t, miRepresents the quality of train i, ai(t) represents the acceleration of train i at time t,
Figure BDA0001399140620000066
indicating the running resistance of train i at time t.
The auxiliary energy consumption mainly comes from the electric energy consumed by ventilation systems, air conditioners and other equipment. The auxiliary power can be considered as a constant since the auxiliary energy consumption is only related to the service time of the train and not to the running speed of the train. The calculation formula of the auxiliary energy consumption is as follows:
Figure BDA0001399140620000067
here, EauRepresents the total auxiliary energy consumption of the train, i represents the train,
Figure BDA0001399140620000071
represents the auxiliary energy consumption of the train i, T represents the total train operation time,
Figure BDA0001399140620000072
indicating the auxiliary power of train i at time t.
Regenerative braking energy is electrical energy generated by regenerative feedback from the train during braking. It is noted that a portion of the regenerative braking energy generated is lost during the feedback process. In addition, due to the limited storage capacity, a portion of the regenerative braking energy that is not immediately utilized may not be stored and thus consumed by the heating resistors on the traction network. In addition, due to the storage time, a portion of the regenerative braking energy stored in the energy storage device is dissipated through the decay process. Therefore, the effectively utilized regenerative braking energy is the difference between the generated regenerative braking energy and the unused regenerative braking energy, and the specific expression is:
Figure BDA0001399140620000073
here, EbrRepresenting the regenerative braking energy that is effectively utilized, eta representing the loss rate of the regenerative braking energy in the feedback process, i representing the train,
Figure BDA0001399140620000074
representing the regenerative braking energy generated by train i, n representing the energy storage device,
Figure BDA0001399140620000075
representing the regenerative braking energy dissipated by the energy storage device n during the decay,
Figure BDA0001399140620000076
representing the regenerative braking energy generated by the train i and not stored by the energy storage device n. It should be noted that the effective utilization of the regenerative braking energy can also be calculated by calculating the instant utilization of the regenerative braking energy and the current utilization of the regenerative braking energyAnd the sum of the regenerative braking energy used in time delay is obtained.
It can be seen that the energy actually consumed by the train during operation is the difference between the total consumed energy (sum of traction energy consumption and auxiliary energy consumption) and the effectively utilized regenerative braking energy, that is: etotal＝Etr+Eau-Ebr。
In addition, the delayed utilization of regenerative braking energy may involve an attenuation process of energy in the energy storage device, and in order to calculate the regenerative braking energy dissipated by the energy storage device within the time period δ in the process, the invention introduces an attenuation function to solve the problem. The specific calculation process is as follows:
assuming that the maximum storage capacity of the ground-based energy storage device is EmaxAnd the energy EmaxCan be at t0Gradually dissipate over time (taking into account the decay process of the energy alone and not the release process of the energy). The corresponding attenuation function may take approximately the form:
Figure BDA0001399140620000077
without loss of generality, we assume that the energy in the current energy storage device is E1. In order to calculate the regenerative braking energy dissipated by the energy storage device after time δ, the above-mentioned attenuation function may be used to solve. According to E1And an attenuation function, E can be obtained1Corresponding time t1And is and
Figure BDA0001399140620000078
at this time, let t2＝t1+ δ, then t2The corresponding energy in the energy storage device at the moment is the energy (marked as E) remaining in the energy storage device after the time delta elapses2) And is and
Figure BDA0001399140620000079
therefore, the regenerative braking energy dissipated by the energy storage device in the time period δ is:
Figure BDA0001399140620000081
based on this, we can solve the dissipated regenerative braking energy in different time periods according to the energy in the current energy storage device. Meanwhile, when the energy storage device is in the energy attenuation stage, the energy dissipated by the energy storage device in a certain time is only related to the energy in the current energy storage device and is not related to the current moment. That is, at different times, when the energy storage device has the same regenerative braking energy, the regenerative braking energy dissipated by the energy storage device over the same time is also the same. This is consistent with the actual situation.
In a preferred embodiment, according to the actual line data of the Beijing subway or Hezhuang line, the ground type energy storage devices installed at each station are set to have the same property, and the maximum storage capacity is
Figure BDA0001399140620000082
Effective storage time of energy is TnDissipation time t 180s0120s, the application range of the energy storage device is the length of 400m from the station, and the loss rate of the energy in the regeneration feedback process is 0.05. And scheduling 8 trains in sequence, wherein departure intervals between adjacent trains of the initial platform are all H660 s, the time used by 3 runs of 8 trains is recorded as the total time of the trains, and the time step is delta 1. The online simulation is implemented according to the following steps:
step 1: let initial time T be 0, time step be δ, total simulation time be T, initial energy E in each energy storage devicenStorage time of 0
Figure BDA0001399140620000083
Step 2: determining the operation condition of the train according to the operation state of the train i, and calculating the traction energy consumption of the train i at the moment according to the operation condition
Figure BDA0001399140620000084
Auxiliary energy consumption
Figure BDA0001399140620000085
And regenerative braking energy generated
Figure BDA0001399140620000086
And step 3: sequentially judging the application range S of each energy storage device n by taking the energy storage devices as research objectsnWhether a train exists in the train;
and 4, step 4: if SnIf no train exists, the energy actually consumed by the train in the range is as follows:
Figure BDA0001399140620000087
the instantly utilized regenerative braking energy is:
Figure BDA0001399140620000088
the regenerative braking energy used in time delay is as follows:
Figure BDA0001399140620000089
at this time, if the energy storage device satisfies EnIf 0, the energy storage time is updated
Figure BDA00013991406200000821
Updating the energy of the energy storage device: e n0; if the energy storage device satisfies EnNot equal to 0, judging the storage time and the effective storage time T of the part of energynThe relationship of (1): if it is
Figure BDA00013991406200000810
The energy storage time is updated
Figure BDA00013991406200000811
Energy conservation of energy storage device En＝En(ii) a If it is
Figure BDA00013991406200000812
The energy storage time is updated when the energy storage device is in the energy attenuation process
Figure BDA00013991406200000813
Updating the energy of the energy storage device: en＝En-ΔE(En,δ)；
And 5: if SnIf there is train, the total energy consumed by all trains in the range can be obtained according to the calculation result of the step 2
Figure BDA00013991406200000814
And total energy produced
Figure BDA00013991406200000815
Step 6: if the energy storage device satisfies EnWhen is equal to 0
Figure BDA00013991406200000816
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000817
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000818
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000819
the updating process comprises the following steps:
Figure BDA00013991406200000820
E n0; when in use
Figure BDA0001399140620000091
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA0001399140620000092
the instantly utilized regenerative braking energy is:
Figure BDA0001399140620000093
the regenerative braking energy used in time delay is as follows:
Figure BDA0001399140620000094
the updating process comprises the following steps:
Figure BDA00013991406200000951
E n0; when in use
Figure BDA0001399140620000095
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA0001399140620000096
the instantly utilized regenerative braking energy is:
Figure BDA0001399140620000097
the regenerative braking energy used in time delay is as follows:
Figure BDA0001399140620000098
the updating process comprises the following steps:
Figure BDA0001399140620000099
and 7: if the energy storage device satisfies EnNot equal to 0, when
Figure BDA00013991406200000910
And is
Figure BDA00013991406200000911
Turning to step 8; when in use
Figure BDA00013991406200000912
And is
Figure BDA00013991406200000913
Turning to step 9; when in use
Figure BDA00013991406200000914
Turning to step 10; when in use
Figure BDA00013991406200000915
Turning to step 11;
and 8: when in use
Figure BDA00013991406200000916
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000917
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000918
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000919
the updated name is:
Figure BDA00013991406200000920
E n0; when in use
Figure BDA00013991406200000921
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000922
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000923
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000924
the updating process comprises the following steps:
Figure BDA00013991406200000925
E n0; when in use
Figure BDA00013991406200000926
Then SnEnergy actually consumed by internal trainComprises the following steps:
Figure BDA00013991406200000927
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000928
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000929
the updating process comprises the following steps:
Figure BDA00013991406200000930
Figure BDA00013991406200000931
and step 9: the energy storage device is in the process of energy attenuation and release at the same time when
Figure BDA00013991406200000932
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000933
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000934
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000935
the updating process comprises the following steps:
Figure BDA00013991406200000936
E n0; when in use
Figure BDA00013991406200000937
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000938
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000939
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000940
the updating process comprises the following steps:
Figure BDA00013991406200000941
E n0; when in use
Figure BDA00013991406200000942
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000952
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000943
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200000944
the updating process comprises the following steps:
Figure BDA00013991406200000945
Figure BDA00013991406200000946
step 10: if it is
Figure BDA00013991406200000947
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200000948
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200000949
the regenerative braking energy used in a delayed manner is：
Figure BDA00013991406200000950
The updating process comprises the following steps:
Figure BDA0001399140620000101
En＝En(ii) a If it is
Figure BDA0001399140620000102
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA0001399140620000103
the instantly utilized regenerative braking energy is:
Figure BDA0001399140620000104
the regenerative braking energy used in time delay is as follows:
Figure BDA0001399140620000105
the updating process comprises the following steps:
Figure BDA0001399140620000106
En＝En-ΔE(En,δ)；
step 11: if it is
Figure BDA0001399140620000107
Then SnThe energy actually consumed by the inner train is as follows:
Figure BDA0001399140620000108
the instantly utilized regenerative braking energy is:
Figure BDA0001399140620000109
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200001010
the updating process comprises the following steps:
Figure BDA00013991406200001011
if it is
Figure BDA00013991406200001012
When, due to a new regenerative braking energy to be stored in the energy storage means, the energy storing process will replace the energy damping process, SnThe energy actually consumed by the inner train is as follows:
Figure BDA00013991406200001013
the instantly utilized regenerative braking energy is:
Figure BDA00013991406200001014
the regenerative braking energy used in time delay is as follows:
Figure BDA00013991406200001015
the updating process comprises the following steps:
Figure BDA00013991406200001016
Figure BDA00013991406200001017
step 12: counting all trains which do not belong to the application range of any energy storage device, and knowing according to the application range of regenerative braking energy, the vehicles in the range can not utilize the regenerative braking energy, so that the total energy consumed by all the vehicles in the range is
Figure BDA00013991406200001018
The total energy produced is
Figure BDA00013991406200001019
The total energy actually consumed is
Figure BDA00013991406200001020
Step 13: the total energy actually consumed by all trains on the t-time line is as follows:
Figure BDA00013991406200001021
instant use at time tThe total regenerative braking energy of (a) is:
Figure BDA00013991406200001022
the total regenerative braking energy utilized in the time delay at the moment t is as follows:
Figure BDA00013991406200001023
repeating the steps until the simulation time T is reached, and stopping;
step 14: the total energy consumed by all trains in the simulation time is
Figure BDA00013991406200001024
The total regenerative braking energy generated is
Figure BDA00013991406200001025
And the total energy actually consumed is
Figure BDA00013991406200001026
The total regenerative braking energy utilized immediately is
Figure BDA00013991406200001027
The total regenerative braking energy utilized in a delayed manner is
Figure BDA00013991406200001028
The total regenerative braking energy effectively utilized is
Figure BDA00013991406200001029
The utilization rate of regenerative braking energy is
Figure BDA00013991406200001030
The simulation results are shown in the following table.
TABLE 2 simulation results
Figure BDA00013991406200001031
As shown in fig. 2 to 15, they are the variation curves of regenerative braking energy of the ground energy storage devices 1-14 corresponding to 14 stations of the subway or the subway line within a partial simulation time (8000s-15000 s). The change curve has an ascending section, a gentle section and a descending section which respectively correspond to the storage process, the stabilization process and the decay process of the energy in the energy storage device.
It should be understood that the above-mentioned embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention, and it will be obvious to those skilled in the art that other variations and modifications can be made on the basis of the above description, and all embodiments cannot be exhaustive, and obvious variations and modifications of the present invention are included in the protection scope of the present invention.

Claims (7)

1. A subway train operation energy-saving calculation method based on a ground-positioned energy storage device is characterized by comprising the following steps:
s1: initializing initial time T, time step delta, total simulation time T and energy E of energy storage devicenStorage time
Figure FDA0001399140610000011
S2: determining the traction energy consumption of the train according to the running state of the train i at the moment t
Figure FDA0001399140610000012
Auxiliary energy consumption
Figure FDA0001399140610000013
Regenerative braking energy
Figure FDA0001399140610000014
S3: from the range of application S of the energy storage means nnAnd determining time SnWhether a train is in the train or not is judged;
s4: if SnIf there is no train in the train, the energy storage device can store energy according to the energy-free time and the energy storage timeNew EnAnd
Figure FDA0001399140610000015
s5: if SnThe trains are present, and the total energy consumed by all the trains in the range is calculated respectively according to the result of S2
Figure FDA0001399140610000016
Total regenerative braking energy generated
Figure FDA0001399140610000017
Judging the magnitude relation between the two;
s6: from the result of S5, S is determined based on the absence of energy and the storage time of the energy storage devicenEnergy actually consumed by all trains in the train
Figure FDA0001399140610000018
Immediate use regenerative braking energy
Figure FDA0001399140610000019
Regenerative braking energy with delayed utilization
Figure FDA00013991406100000110
And update EnAnd
Figure FDA00013991406100000111
s7: the calculation is not in any energy storage device application range SnTotal energy consumed by all trains in train
Figure FDA00013991406100000112
Total regenerative braking energy generated
Figure FDA00013991406100000113
S8: from the results of S6 and S7, all the rows on the t-time line are calculatedTotal energy actually consumed by the vehicle
Figure FDA00013991406100000114
Immediate utilization of total regenerative braking energy
Figure FDA00013991406100000115
Total regenerative braking energy with time delay utilization
Figure FDA00013991406100000116
And updating T to T + delta, and repeating the steps until the calculation is finished when T to T.
2. The method according to claim 1, wherein the energy E of the energy storage device in S4nWhen equal to 0, update
Figure FDA00013991406100000117
En0; when E isnNot equal to 0, and storage time
Figure FDA00013991406100000118
Less than the effective storage time TnAt the same time, update
Figure FDA00013991406100000119
En＝En(ii) a When E isnNot equal to 0, and
Figure FDA00013991406100000120
updating
Figure FDA00013991406100000121
En＝En-ΔE(Enδ), where Δ E (E)nAnd delta) is the regenerative braking energy dissipated by the energy storage device within the time period delta.
3. The computing method according to claim 1, wherein the value of E in S6 isn0 and
Figure FDA00013991406100000122
time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA00013991406100000123
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000124
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000125
Updating
Figure FDA00013991406100000126
En＝0；
When E isn0 and
Figure FDA00013991406100000127
time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA0001399140610000021
The instantly utilized regenerative braking energy is
Figure FDA0001399140610000022
The regenerative braking energy used in a delayed manner is
Figure FDA0001399140610000023
Updating
Figure FDA0001399140610000024
En＝0；
When E isn0 and
Figure FDA0001399140610000025
time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA0001399140610000026
The instantly utilized regenerative braking energy is
Figure FDA0001399140610000027
The regenerative braking energy used in a delayed manner is
Figure FDA0001399140610000028
Updating
Figure FDA0001399140610000029
Wherein
Figure FDA00013991406100000210
And the eta represents the loss rate of the regenerative braking energy in the feedback process.
4. The computing method according to claim 3, wherein the value E in S6 isnNot equal to 0 and
Figure FDA00013991406100000211
and is
Figure FDA00013991406100000212
When, if
Figure FDA00013991406100000213
The energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure FDA00013991406100000214
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000215
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000216
Updating
Figure FDA00013991406100000217
En＝0；
When E isnNot equal to 0 and
Figure FDA00013991406100000218
and is
Figure FDA00013991406100000219
When, if
Figure FDA00013991406100000220
The energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure FDA00013991406100000221
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000222
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000223
Updating
Figure FDA00013991406100000224
En＝0；
When E isnNot equal to 0 and
Figure FDA00013991406100000225
and is
Figure FDA00013991406100000226
When, if
Figure FDA00013991406100000227
The energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure FDA00013991406100000228
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000229
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000230
Updating
Figure FDA00013991406100000231
Where η represents the rate of loss of regenerative braking energy during the feedback process.
5. The computing method according to claim 3, wherein the value E in S6 isnNot equal to 0 and
Figure FDA00013991406100000232
and is
Figure FDA00013991406100000233
When, if
Figure FDA00013991406100000234
The energy storage device belongs to the range SnEnergy actually consumed by internal train
Figure FDA00013991406100000235
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000236
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000237
Updating
Figure FDA00013991406100000238
En＝0；
When E isnNot equal to 0 and
Figure FDA00013991406100000239
and is
Figure FDA00013991406100000240
When, if En-ΔE(Enδ) satisfies the following condition:
Figure FDA00013991406100000241
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure FDA00013991406100000242
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000243
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000244
Updating
Figure FDA00013991406100000245
En＝0；
When E isnNot equal to 0 and
Figure FDA00013991406100000246
and is
Figure FDA00013991406100000247
When, if En-ΔE(Enδ) satisfies the following condition:
Figure FDA0001399140610000031
the energy storage device belongs to the range SnThe energy actually consumed by the internal train is
Figure FDA0001399140610000032
The instantly utilized regenerative braking energy is
Figure FDA0001399140610000033
The regenerative braking energy used in a delayed manner is
Figure FDA0001399140610000034
Updating
Figure FDA0001399140610000035
Figure FDA0001399140610000036
Where η represents the rate of loss of regenerative braking energy during the feedback process, Δ E (E)nAnd delta) is the regenerative braking energy dissipated by the energy storage device within the time period delta.
6. The computing method according to claim 3, wherein the value E in S6 isnNot equal to 0 and
Figure FDA0001399140610000037
and is
Figure FDA0001399140610000038
Time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA0001399140610000039
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000310
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000311
Updating
Figure FDA00013991406100000312
En＝En；
When E isnNot equal to 0 and
Figure FDA00013991406100000313
and is
Figure FDA00013991406100000314
Time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA00013991406100000315
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000316
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000317
Updating
Figure FDA00013991406100000318
En＝En-ΔE(Enδ), where η represents the rate of loss of regenerative braking energy during feedback, Δ E (E)nAnd delta) is the regenerative braking energy dissipated by the energy storage device within the time period delta.
7. The computing method according to claim 3, wherein the value E in S6 isnNot equal to 0 and
Figure FDA00013991406100000319
and is
Figure FDA00013991406100000320
Time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA00013991406100000321
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000322
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000323
Updating
Figure FDA00013991406100000324
When E isnNot equal to 0 and
Figure FDA00013991406100000325
and is
Figure FDA00013991406100000326
Time, the range S of the energy storage devicenThe energy actually consumed by the internal train is
Figure FDA00013991406100000327
The instantly utilized regenerative braking energy is
Figure FDA00013991406100000328
The regenerative braking energy used in a delayed manner is
Figure FDA00013991406100000329
Updating
Figure FDA00013991406100000330
Wherein
Figure FDA00013991406100000331
Representing the maximum storage capacity of the energy storage device, and eta representing the regenerative braking energy inThe rate of loss during the feedback process.
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