CN108674195A - A kind of contactless net power supply city railway vehicle method for recovering brake energy - Google Patents
A kind of contactless net power supply city railway vehicle method for recovering brake energy Download PDFInfo
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- CN108674195A CN108674195A CN201810638335.4A CN201810638335A CN108674195A CN 108674195 A CN108674195 A CN 108674195A CN 201810638335 A CN201810638335 A CN 201810638335A CN 108674195 A CN108674195 A CN 108674195A
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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
-
- 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
- B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
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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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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The present invention discloses a kind of contactless net power supply city railway vehicle method for recovering brake energy, including step：Set vehicle braking distance；Optimal retro-speed curve is obtained according to speed-optimization algorithm before braking；Vehicle is according to the optimal retro-speed curve motion；In braking process by the way of grading resistance input, extra braking power is consumed, it is ensured that the stabilization of busbar voltage.The present invention makes vehicle that can recycle more braking energies under rate curve operation；The distribution of braking power at any time during vehicle braking is changed, the braking energy that super capacitor absorbs under the premise of meeting braking distance requirement and other indices is realized and reaches maximization；The distance travelled of hydrogen fuel cell railroad vehicle, and the service life that vehicle brake assemblies will be extended is greatly improved.
Description
Technical field
The invention belongs to technical field of hybrid power, more particularly to a kind of contactless net power supply city railway vehicle braking
Energy reclaiming method.
Background technology
Low-carbon, it is energy saving, efficiently, green become 21 century global evolution theme, field of traffic develop low-carbon emission,
Energy saving, the clean vehicles are even more a kind of development trend, and hydrogen fuel cell hybrid power railroad vehicle is being sent out as one kind
The vehicles of exhibition, consumption hydrogen discharge object is water, therefore, cleaning more environmentally-friendly compared to other vehicles.But due to
Station spacing is shorter in operation for railroad vehicle, therefore there are frequent starting-brakings in vehicle operation, in braking process
A large amount of mechanical energy can be contained with vehicle to be recycled, but current railroad vehicle is a large amount of in braking process
Mechanical energy is braked the consumption of the equipment such as resistance, and only small part, which is absorbed, recycles, and not only the utilization rate of energy is low but also a large amount of
Heat arrange to ambient enviroment, ambient enviroment is had an impact.Improve railroad vehicle Brake energy recovery rate closely becomes urgent need
It solves the problems, such as.
It is less to optimisation strategy consideration in braking process in the research that current hybrid-power battery is braked, be mostly
According to driver's experience to vehicle braking, it cannot maximumlly absorb the braking power of braking process, large effect vehicle
Distance travelled.
Invention content
To solve the above-mentioned problems, the present invention proposes a kind of contactless net power supply city railway vehicle Brake energy recovery
Method makes vehicle that can recycle more braking energies under rate curve operation；Vehicle braking is changed to brake in the process
The distribution of power at any time realizes super capacitor under the premise of meeting braking distance requirement and other indices and absorbs
Braking energy reach maximization；The distance travelled of hydrogen fuel cell railroad vehicle is greatly improved, and vehicle braking will be extended
The service life of component.
In order to achieve the above objectives, the technical solution adopted by the present invention is：
A kind of contactless net power supply city railway vehicle method for recovering brake energy, including step：
S100 sets vehicle braking distance；
S200 obtains optimal retro-speed curve before braking according to speed-optimization algorithm, and vehicle is according to described optimal
Retro-speed curve motion；
S300 consumes extra braking power in braking process by the way of grading resistance input, it is ensured that busbar electricity
The stabilization of pressure.
Further, the speed-optimization algorithm includes step：
S201：First according to vehicular electric machine braking characteristic braking in a curve when vehicle braking；
S202：Change motor braking state after speed drops to power conversion point, the output power of motor braking is made to meet
The requirement of super capacitor absorption maximum power and vehicle braking distance is made to meet the requirements value, obtains optimal retro-speed curve.
Further, the step S202 includes step：
After speed is reduced to power conversion point, change the on-position of motor, the power production braking for making motor set
Power；
Motor braking power is the maximum brake power exported during vehicle presses motor braking braking in a curve；In this process
Middle motor is slowed down with maximum deceleration, and car speed quickly reduces, and vehicle presses motor braking braking in a curve vehicle, braking distance
It is short；
Vehicle is pressed default braking power and is braked, and so that the output power of motor braking is met super capacitor and absorbs energy；Change
Power conversion point in braking process, makes braking distance meet the requirements value.
Further, the speed-optimization algorithm includes step：
(1) according to the vehicle braking distance s*, calculate super capacitor absorption maximum power Psc(t)；Set the sampling time
For T, deceleration maximum value amaxWith comfort level limit value difamax；
(2) vehicle is first braked according to motor braking characteristic curve, according to super after car speed drops to power conversion point
Grade capacitive absorption power Psc(t)；Pass through electric efficiency η1, two-way DC/DC inverter efficiencies η2, DC/AC inverter efficiencies η3, fortune
Row drag contribution power Pf(t) with speed v, deceleration a is calculated；
(3) it is the corresponding speed of maximum power point to take v (i)=Vs, Vs, calculates the formula of deceleration a：(mv(i)a(i)-
Pf(i))η1η2η3=Psc(i)；
(4) to deceleration a optimization limitations；
(5) comfort level difa is calculated, and to the comfort level difa optimization limitations of deceleration；
(6) calculating speed v (i+1)=v (i)-aT；
(7) judge whether speed v (i+1) reaches 0；If executing step (8)；If it is not, then making i=i+1 and executing step
(3)；
(8) braking distance s is recalculated；If braking distance meets | s-s*| ＜ ε then terminate, and otherwise adjust power conversion point
Re-execute step (3).
Further, the method that the super capacitor absorbs energy is：
Super-capacitor voltage U due to in braking process electric current flow into continuous variation, flow into super capacitor electric current by
In two-way DC/DC limitation maximum current be I*, therefore super capacitor absorbability Psc (t) in braking process with super electricity
Hold the change of voltage and changes；
Super capacitor absorbability Psc (t) is determined according to braking moment super-capacitor voltage；During vehicle braking
Brake initial time t0Measure super-capacitor voltage U0, with U0It is super that subsequent time is constantly iterated to calculate out as initial time voltage
The quantity of electric charge of super capacitor storage is turned into linear relationship by grade capacitance voltage U (i+1) with open-circuit voltage；
Super capacitor absorbed power is sought according to following formula：
Q (i+1)=C × U (i)-I*×T；
U (i+1)=Q (i+1)/C；
PSC(t)=U (i) × I*；
Wherein：U (i) is super capacitor terminal voltage, I*Charging current, the storage of Q (i) super capacitors are limited for two-way DC/DC
The quantity of electric charge, T are the sampling time.
Further, the definition of the comfort level difa is the derivative of deceleration, calculation formula is：
Wherein：T is the sampling time；
The optimization limitation of the comfort level and its method：To the comfort level difa and comfort level limit value ratio being calculated
Compared with if comfort level difa is not above comfort level limit value difamax, then deceleration value is constant；If comfortable angle value is more than comfort level
Limit value difamax, then change deceleration a values, ensure that comfort level is no more than comfort level limit value difamax。
Further, the calculating of the deceleration a, including step：
Vehicle is before power conversion point, and motor is braked by maximum brake power in braking process, and motor is in invariable power spy
Linearity curve or the work of constant torque characteristic curve, the braking moment that motor generates are maximum；
For vehicle after power conversion point, motor is operated in the characteristic inside of motor torque, and the torque of motor is pressed
Formula calculates：
Suffered total brake force further includes various running resistances in addition to the braking moment that motor provides during vehicle braking,
The deceleration a of vehicle is calculated as follows：
Braking characteristic is pressed before power conversion point for motor
Braking in a curve,
(mv(i)a(i)-Pf(i))η1η2η3=Psc(i), it is that motor is braked after power conversion point,
Wherein：Pmoter(t) it is motor braking electrical power, Pf(t) it is drag contribution braking power；
The optimization method for limiting of the vehicle deceleration a, including step：
Since deceleration is limited by wheel track creep factor in moderating process, deceleration a is no more than maximum deceleration
The limits value of degree；Maximum deceleration a to the deceleration a and restriction that calculate gainedmaxCompare, if a is not above maximum deceleration
amax, then a remain unchanged；If deceleration a has been more than maximum deceleration amaxIt is maximum deceleration a then to take amax。
Further, the electric efficiency computational methods are：When the actual speed of asynchronous machine turns more than field synchronous
When fast, motor is in on-position, and motor converts mechanical energy to electric energy；
Motor synchronous rotational speed：f0For stator winding three phase mains frequency, p is number of pole-pairs；
Motor braking electrical power and torque and rotating speed in braking process：PmotorFor the power that motor is sent out,
Ω is motor speed, and T is motor torque；
The motor normal operation when the actual speed of asynchronous machine is less than synchronous rotational speed, motor convert electrical energy into machinery
Energy；When the actual speed of asynchronous machine is more than synchronous rotational speed, motor is in on-position, and motor converts mechanical energy to electric energy；
In electric motor state and braking process, the flowing calculation formula of energy is motor：
Power of motor relationship when motor：P-PCU1-PFe-PCU2=Pmec,
Power of motor relationship when generator：P+PCU1+PFe+PCU2=Pmec；
The electric energy that motor is sent out includes stator winding copper loss PCU1, stator winding iron loss PFe, stator winding copper loss PCU2With it is defeated
Go out power P；
Therefore, efficiency calculation is during motor braking:
Further, in the braking process various running resistances share braking power calculate method be：Vehicle system
Dynamic includes in the process air drag, rolling resistance, bearing resistance, resistance to sliding and gradient resistance there are various running resistances；
Since rolling resistance and air drag account for major part when low speed, by calculating rolling resistance and air drag, and assume
Vehicle is run on straight track, is calculated drag contribution braking power in its braking process and is calculated, calculation formula is：
Ff=mgn+cs ρ v2,
Pf=FfV=(mgn+cs ρ v2) v,
Wherein:FfFor resistance, PfFor resistance power, m is vehicle mass, and n is coefficient of rolling resistance, and c is air resistance coefficient, and S is
Front face area, ρ are atmospheric density.
Further, the mode put into grading resistance in step S300, consumes extra braking power, it is ensured that busbar
The stabilization of voltage, including step：
S301：Measure busbar voltage；
S302：The bus voltage signal measured is compared with reference value, and the reference value includes incremental multilevel voltage
Reference value；
S303：First group of braking resistor is put into when busbar voltage is more than voltage order one reference value, if busbar voltage continues
It increases, thens follow the steps S304；Voltage order one reference value is 825V；
S304：Second group of braking resistor is put into when busbar voltage is more than secondary voltage reference value 875V, if busbar voltage
Continue to increase, thens follow the steps S305；Secondary voltage reference value is 875V；
S305：Third group braking resistor is put into when busbar voltage is more than tertiary voltage reference value；If three groups of braking resistors
Busbar voltage is also increasing after all putting into, then reduces the value of braking resistor；Secondary voltage reference value is 925V.
Using the advantageous effect of the technical program：
The method of the present invention substantially changes the distribution of braking power at any time during vehicle braking, makes vehicle in the speed
More braking energies can be recycled under degree curve motion；The distribution of braking power at any time during vehicle braking is changed,
The braking energy that super capacitor absorbs under the premise of meeting braking distance requirement and other indices is realized to reach most
Bigization；The distance travelled of hydrogen fuel cell railroad vehicle, and the service life that vehicle brake assemblies will be extended is greatly improved；
In such a way that contactless net is powered and super capacitor is powered jointly, hybrid power of the invention has vehicle of the present invention
Energy reclaiming method is when rail vehicle vehicle braking：Required according to known vehicular electric machine braking characteristic curve, maximum deceleration,
Maximum braking distance, super capacitor maximum absorbance capacity simultaneously consider excellent comfort to dissolve a vehicle braking rate curve so that
Vehicle can recycle more braking energies under rate curve operation.
Description of the drawings
Fig. 1 is the contactless net power supply city railway vehicle method for recovering brake energy flow diagram of one kind of the present invention；
Fig. 2 is the flow diagram of medium velocity optimization algorithm of the embodiment of the present invention；
Fig. 3 is the flow diagram of the optimization method for limiting of comfort level in the embodiment of the present invention；
Fig. 4 is motor torque characteristic curve schematic diagram in the embodiment of the present invention；
Fig. 5 is the flow diagram of the optimization method for limiting of deceleration in the embodiment of the present invention.
Specific implementation mode
To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention is made into one below in conjunction with the accompanying drawings
Step illustrates.
In the present embodiment, shown in Figure 1, the present invention proposes, a kind of contactless net power supply city railway vehicle system
Energy recovery method, including step：
S100 sets vehicle braking distance；
S200 obtains optimal retro-speed curve before braking according to speed-optimization algorithm, and vehicle is according to described optimal
Retro-speed curve motion；
S300 consumes extra braking power in braking process by the way of grading resistance input, it is ensured that busbar electricity
The stabilization of pressure.
1. as the prioritization scheme of above-described embodiment, the speed-optimization algorithm includes step：
S201：First according to vehicular electric machine braking characteristic braking in a curve when vehicle braking；
S202：Change motor braking state after speed drops to power conversion point, the output power of motor braking is made to meet
The requirement of super capacitor absorption maximum power and vehicle braking distance is made to meet the requirements value, obtains optimal retro-speed curve.
The step S202 includes step：
After speed is reduced to power conversion point, change the on-position of motor, the power production braking for making motor set
Power；
Motor braking power is the maximum brake power exported during vehicle presses motor braking braking in a curve；In this process
Middle motor is slowed down with maximum deceleration, and car speed quickly reduces, and vehicle presses motor braking braking in a curve vehicle, braking distance
It is short；
Vehicle is pressed default braking power and is braked, and so that the output power of motor braking is met super capacitor and absorbs energy；Change
Power conversion point in braking process, makes braking distance meet the requirements value.
The speed-optimization algorithm is specifically, as shown in Figure 2：
(1) according to the vehicle braking distance s*, calculate super capacitor absorption maximum power Psc(t)；Set the sampling time
For T, deceleration maximum value amaxWith comfort level limit value difamax；
(2) vehicle is first braked according to motor braking characteristic curve, according to super after car speed drops to power conversion point
Grade capacitive absorption power Psc(t)；Pass through electric efficiency η1, two-way DC/DC inverter efficiencies η2, DC/AC inverter efficiencies η3, fortune
Row drag contribution power Pf(t) with speed v, deceleration a is calculated；
(3) it is the corresponding speed of maximum power point to take v (i)=Vs, Vs, calculates the formula of deceleration a：(mv(i)a(i)-
Pf(i))η1η2η3=Psc(i)；
(4) to deceleration a optimization limitations；
(5) comfort level difa is calculated, and to the comfort level difa optimization limitations of deceleration；
(6) calculating speed v (i+1)=v (i)-aT；
(7) judge whether speed v (i+1) reaches 0；If executing step (8)；If it is not, then making i=i+1 and executing step
(3)；
(8) braking distance s is recalculated；If braking distance meets | s-s*| ＜ ε then terminate, and otherwise adjust power conversion point
Re-execute step (3).
2. as the prioritization scheme of above-described embodiment, the method that the super capacitor absorbs energy is：
Super-capacitor voltage U due to in braking process electric current flow into continuous variation, flow into super capacitor electric current by
In two-way DC/DC limitation maximum current be I*, therefore super capacitor absorbability Psc (t) in braking process with super electricity
Hold the change of voltage and changes；
Super capacitor absorbability Psc (t) is determined according to braking moment super-capacitor voltage；During vehicle braking
Brake initial time t0Measure super-capacitor voltage U0, with U0It is super that subsequent time is constantly iterated to calculate out as initial time voltage
The quantity of electric charge of super capacitor storage is turned into linear relationship by grade capacitance voltage U (i+1) with open-circuit voltage；
Super capacitor absorbed power is sought according to following formula：
Q (i+1)=C × U (i)-I* × T；
U (i+1)=Q (i+1)/C；
PSC(t)=U (i) × I*；
Wherein：U (i) is super capacitor terminal voltage, I*Charging current, the storage of Q (i) super capacitors are limited for two-way DC/DC
The quantity of electric charge, T are the sampling time.
3. as the prioritization scheme of above-described embodiment, the definition of the comfort level difa is the derivative of deceleration, is calculated public
Formula is：
Wherein：T is the sampling time；
The optimization limitation of the comfort level and its method：As shown in figure 3, to the comfort level difa and comfort level that are calculated
Limit value compares, if comfort level difa is not above comfort level limit value difamax, then deceleration value is constant；If comfortable angle value is super
Cross comfort level limit value difamax, then change deceleration a values, ensure that comfort level is no more than comfort level limit value difamax。
4. as the prioritization scheme of above-described embodiment, the calculating of the deceleration a, including step：
Vehicle is before power conversion point, and motor is braked by maximum brake power in braking process, and motor is in invariable power spy
Linearity curve or the work of constant torque characteristic curve, curve 1 as shown in Figure 4, the braking moment that motor generates are maximum；
For vehicle after power conversion point, motor is operated in the characteristic inside of motor torque, region as shown in Figure 4
2, the torque of motor is calculated as follows：
Suffered total brake force further includes various running resistances in addition to the braking moment that motor provides during vehicle braking,
The deceleration a of vehicle is calculated as follows：
Braking characteristic is pressed before power conversion point for motor
Braking in a curve,
(mv(i)a(i)-Pf(i))η1η2η3=Psc(i), it is that motor is braked after power conversion point,
Wherein：Pmoter(t) it is motor braking electrical power, Pf(t) it is drag contribution braking power；
The optimization method for limiting of the vehicle deceleration a, as shown in figure 5, including step：
Since deceleration is limited by wheel track creep factor in moderating process, deceleration a is no more than maximum deceleration
The limits value of degree；Maximum deceleration a to the deceleration a and restriction that calculate gainedmaxCompare, if a is not above maximum deceleration
amax, then a remain unchanged；If deceleration a has been more than maximum deceleration amaxIt is maximum deceleration a then to take amax。
5. as the prioritization scheme of above-described embodiment, the electric efficiency computational methods are：When the reality of asynchronous machine turns
When speed is more than field synchronous rotating speed, motor is in on-position, and motor converts mechanical energy to electric energy；
Motor synchronous rotational speed：f0For stator winding three phase mains frequency, p is number of pole-pairs；
Motor braking electrical power and torque and rotating speed in braking process：PmotorFor the power that motor is sent out,
Ω is motor speed, and T is motor torque；
The motor normal operation when the actual speed of asynchronous machine is less than synchronous rotational speed, motor convert electrical energy into machinery
Energy；When the actual speed of asynchronous machine is more than synchronous rotational speed, motor is in on-position, and motor converts mechanical energy to electric energy；
In electric motor state and braking process, the flowing calculation formula of energy is motor：
Power of motor relationship when motor：P-PCU1-PFe-PCU2=Pmec,
Power of motor relationship when generator：P+PCU1+PFe+PCU2=Pmec；
The electric energy that motor is sent out includes stator winding copper loss PCU1, stator winding iron loss PFe, stator winding copper loss PCU2With it is defeated
Go out power P；
Therefore, efficiency calculation is during motor braking:
6. as the prioritization scheme of above-described embodiment, various running resistances share brake dynamometer in the braking process
Calculation method is：Vehicle braking includes in the process air drag, rolling resistance, bearing resistance, sliding resistance there are various running resistances
Power and gradient resistance；In low speed since rolling resistance and air drag account for major part, by calculate rolling resistance with
Air drag, and assume that vehicle is run on straight track, it calculates drag contribution braking power in its braking process and calculates, calculate
Formula is：
Ff=mgn+cs ρ v2,
Pf=FfV=(mgn+cs ρ v2) v,
Wherein:FfFor resistance, PfFor resistance power, m is vehicle mass, and n is coefficient of rolling resistance, and c is air resistance coefficient, and S is
Front face area, ρ are atmospheric density.
It is consumed in such a way that segmentation puts into braking resistor 7. as the prioritization scheme of above-described embodiment, in braking process more
Remaining braking energy, it is ensured that the stabilization of busbar voltage, braking resistor segmentation input take the direct screening of more set braking resistor parallel connections female
The mode of connection of line, every suit braking resistor judge whether to put into its use according to the variation of busbar voltage, and busbar voltage is specified
Value is in 750V, the limitation in braking process due to two-way DC/DC to super capacitor charging current, and busbar voltage will increase；System
The selection of dynamic resistance is determined according to the maximum brake power generated in braking process, it is desirable that satisfaction can absorb maximum system
Dynamic power.Often set braking resistor measures busbar voltage and judges.
The mode put into grading resistance in step S300, consumes extra braking power, it is ensured that the stabilization of busbar voltage,
Including step：
S301：Measure busbar voltage；
S302：The bus voltage signal measured is compared with reference value, and the reference value includes incremental multilevel voltage
Reference value；
S303：First group of braking resistor is put into when busbar voltage is more than voltage order one reference value, if busbar voltage continues
It increases, thens follow the steps S304；Voltage order one reference value is 825V；
S304：Second group of braking resistor is put into when busbar voltage is more than secondary voltage reference value 875V, if busbar voltage
Continue to increase, thens follow the steps S305；Secondary voltage reference value is 875V；
S305：Third group braking resistor is put into when busbar voltage is more than tertiary voltage reference value；If three groups of braking resistors
Busbar voltage is also increasing after all putting into, then reduces the value of braking resistor；Secondary voltage reference value is 925V.
The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention.The technology of the industry
Personnel are it should be appreciated that the present invention is not limited to the above embodiments, and the above embodiments and description only describe this
The principle of invention, without departing from the spirit and scope of the present invention, various changes and improvements may be made to the invention, these changes
Change and improvement all fall within the protetion scope of the claimed invention.The claimed scope of the invention by appended claims and its
Equivalent thereof.
Claims (10)
- The city railway vehicle method for recovering brake energy 1. a kind of contactless net is powered, which is characterized in that including step：S100 sets vehicle braking distance；S200 obtains optimal retro-speed curve before braking according to speed-optimization algorithm, and vehicle is according to the optimal system Dynamic rate curve operation；S300 consumes extra braking power, it is ensured that busbar voltage in braking process by the way of grading resistance input Stablize.
- The city railway vehicle method for recovering brake energy 2. the contactless net of one kind according to claim 1 is powered, feature It is, the speed-optimization algorithm includes step：S201：First according to vehicular electric machine braking characteristic braking in a curve when vehicle braking；S202：Change motor braking state after speed drops to power conversion point, so that the output power of motor braking is met super The requirement of capacitance absorption maximum power and vehicle braking distance is made to meet the requirements value, obtains optimal retro-speed curve.
- The city railway vehicle method for recovering brake energy 3. the contactless net of one kind according to claim 2 is powered, feature It is, the step S202 includes step：After speed is reduced to power conversion point, change the on-position of motor, the power production braking power for making motor set；Motor braking power is the maximum brake power exported during vehicle presses motor braking braking in a curve；It is electric in the process Machine is slowed down with maximum deceleration, and car speed quickly reduces, and vehicle presses motor braking braking in a curve vehicle, and braking distance is short；Vehicle is pressed default braking power and is braked, and so that the output power of motor braking is met super capacitor and absorbs energy；Change braking Power conversion point in the process, makes braking distance meet the requirements value.
- The city railway vehicle method for recovering brake energy 4. the contactless net of one kind according to claim 3 is powered, feature It is, the speed-optimization algorithm includes step：(1) according to the vehicle braking distance s*, calculate super capacitor absorption maximum power Psc(t)；Set the sampling time as T, Deceleration maximum value amaxWith comfort level limit value difamax；(2) vehicle is first braked according to motor braking characteristic curve, according to super electricity after car speed drops to power conversion point Hold absorbed power Psc(t)；Pass through electric efficiency η1, two-way DC/DC inverter efficiencies η2, DC/AC inverter efficiencies η3, operation resistance Power shares power Pf(t) with speed v, deceleration a is calculated；(3) it is the corresponding speed of maximum power point to take v (i)=Vs, Vs, calculates the formula of deceleration a：(mv(i)a(i)-Pf(i)) η1η2η3=Psc(i)；(4) to deceleration a optimization limitations；(5) comfort level difa is calculated, and to the comfort level difa optimization limitations of deceleration；(6) calculating speed v (i+1)=v (i)-aT；(7) judge whether speed v (i+1) reaches 0；If executing step (8)；If it is not, then making i=i+1 and executing step (3)；(8) braking distance s is recalculated；If braking distance meets | s-s*| ＜ ε then terminate, and otherwise adjust the Vs of power conversion point Re-execute step (3).
- The city railway vehicle method for recovering brake energy 5. the contactless net of one kind according to claim 4 is powered, feature It is, the method that the super capacitor absorbs energy is：Super-capacitor voltage U is due to the continuous variation of electric current inflow in braking process, flowing into super capacitor electric current due to double It is I to the limitation maximum current of DC/DC*, therefore super capacitor absorbability Psc (t) is electric with super capacitor in braking process The change of pressure and change；Super capacitor absorbability Psc (t) is determined according to braking moment super-capacitor voltage；It is being braked during vehicle braking Initial time t0Measure super-capacitor voltage U0, with U0The super electricity of subsequent time is constantly iterated to calculate out as initial time voltage Hold voltage U (i+1), the quantity of electric charge of super capacitor storage is turned into linear relationship with open-circuit voltage；Super capacitor absorbed power is sought according to following formula：Q (i+1)=C × U (i)-I*×T；U (i+1)=Q (i+1)/C；PSC (t)=U (i) × I*；Wherein：U (i) is super capacitor terminal voltage, I*Charging current is limited for two-way DC/DC, Q (i) super capacitors store charge Amount, T is the sampling time.
- The city railway vehicle method for recovering brake energy 6. the contactless net of one kind according to claim 5 is powered, feature It is, the comfort level difa is the derivative of deceleration, and calculation formula is：Wherein：T is the sampling time；The optimization limitation of the comfort level and its method：To the comfort level difa that is calculated compared with comfort level limit value, if Comfort level difa is not above comfort level limit value difamax, then deceleration value is constant；If comfortable angle value is limited more than comfort level Value difamax, then change deceleration a values, ensure that comfort level is no more than comfort level limit value difamax。
- The city railway vehicle method for recovering brake energy 7. the contactless net of one kind according to claim 6 is powered, feature It is, the calculating of the deceleration a, including step：Vehicle is before power conversion point, and motor is braked by maximum brake power in braking process, and motor is in constant output characteristic song Line or the work of constant torque characteristic curve, the braking moment that motor generates are maximum；For vehicle after power conversion point, motor is operated in the characteristic inside of motor torque, and the torque of motor is counted as the following formula It calculates：Suffered total brake force further includes various running resistances, vehicle in addition to the braking moment that motor provides during vehicle braking Deceleration a be calculated as follows：Braking characteristic curve is pressed before power conversion point for motor Braking,(mv(i)a(i)-Pf(i))η1η2η3=Psc(i), it is that motor is braked after power conversion point,Wherein：Pmoter(t) it is motor braking electrical power, Pf(t) it is drag contribution braking power；The optimization method for limiting of the vehicle deceleration a, including step：Since deceleration is limited by wheel track creep factor in moderating process, deceleration a is no more than maximum deceleration Limits value；Maximum deceleration a to the deceleration a and restriction that calculate gainedmaxCompare, if a is not above maximum deceleration amax, Then a is remained unchanged；If deceleration a has been more than maximum deceleration amaxIt is maximum deceleration a then to take amax。
- The city railway vehicle method for recovering brake energy 8. the contactless net of one kind according to claim 7 is powered, feature It is, the electric efficiency computational methods are：When the actual speed of asynchronous machine is more than field synchronous rotating speed, motor is in system Dynamic state, motor convert mechanical energy to electric energy；Motor synchronous rotational speed：f0For stator winding three phase mains frequency, p is number of pole-pairs；Motor braking electrical power and torque and rotating speed in braking process：PmotorFor the power that motor is sent out, Ω is Motor speed, T are motor torque；The motor normal operation when the actual speed of asynchronous machine is less than synchronous rotational speed, motor convert electrical energy into mechanical energy；It is different When walking the actual speed of motor more than synchronous rotational speed, motor is in on-position, and motor converts mechanical energy to electric energy；Motor exists With braking process, the flowing calculation formula of energy is electric motor state：Power of motor relationship when motor：P-PCU1-PFe-PCU2=Pmec,Power of motor relationship when generator：P+PCU1+PFe+PCU2=Pmec；The electric energy that motor is sent out includes stator winding copper loss PCU1, stator winding iron loss PFe, stator winding copper loss PCU2And output work Rate P；Therefore, efficiency calculation is during motor braking:
- The city railway vehicle method for recovering brake energy 9. the contactless net of one kind according to claim 8 is powered, feature Be, in the braking process various running resistances share braking power calculate method be：Exist during vehicle braking each Kind running resistance includes air drag, rolling resistance, bearing resistance, resistance to sliding and gradient resistance；In low speed due to rolling Resistance accounts for major part with air drag, therefore by calculating rolling resistance and air drag, and assumes vehicle in straight track Upper operation calculates drag contribution braking power in its braking process and calculates, and calculation formula is：Ff=mgn+cs ρ v2,Pf=FfV=(mgn+cs ρ v2) v,Wherein:FfFor resistance, PfFor resistance power, m is vehicle mass, and n is coefficient of rolling resistance, and c is air resistance coefficient, and S is windward Area, ρ are atmospheric density.
- The city railway vehicle method for recovering brake energy 10. the contactless net of one kind according to claim 9 is powered, feature It is, the mode put into grading resistance in step S300 consumes extra braking power, it is ensured that the stabilization of busbar voltage, packet Include step：S301：Measure busbar voltage；S302：The bus voltage signal measured is compared with reference value, and the reference value includes that incremental multilevel voltage refers to Value；S303：First group of braking resistor is put into when busbar voltage is more than voltage order one reference value, if busbar voltage continues to increase, Then follow the steps S304S304：Second group of braking resistor is put into when busbar voltage is more than secondary voltage reference value 875V, if busbar voltage continues It increases, thens follow the steps S305；S305：Third group braking resistor is put into when busbar voltage is more than tertiary voltage reference value；If three groups of braking resistors are all thrown Enter rear busbar voltage also increasing, then reduces the value of braking resistor.
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