CN109927764B - Urban rail transit power supply current spike suppression method based on temporary interval speed limit - Google Patents
Urban rail transit power supply current spike suppression method based on temporary interval speed limit Download PDFInfo
- Publication number
- CN109927764B CN109927764B CN201910149089.0A CN201910149089A CN109927764B CN 109927764 B CN109927764 B CN 109927764B CN 201910149089 A CN201910149089 A CN 201910149089A CN 109927764 B CN109927764 B CN 109927764B
- Authority
- CN
- China
- Prior art keywords
- train
- current
- speed limit
- power supply
- interval
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000001629 suppression Effects 0.000 title abstract description 8
- 230000000670 limiting effect Effects 0.000 claims abstract description 34
- 230000000694 effects Effects 0.000 claims abstract description 5
- 230000000452 restraining effect Effects 0.000 claims abstract description 4
- 238000001914 filtration Methods 0.000 claims description 6
- 238000010992 reflux Methods 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 6
- 230000035939 shock Effects 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 238000005286 illumination Methods 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000002829 reductive effect Effects 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
Images
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses an urban rail transit power supply current spike suppression method based on interval temporary speed limit. The method comprises the following steps: establishing a train traction power supply system model which comprises a train model, a transformer substation model, a contact network model and a return network model; establishing an operation data module which comprises a train data module, a transformer substation data module and a line data module; establishing a train operation characteristic module without setting a temporary interval speed limit; establishing a train operation characteristic module for temporarily limiting the speed of the set interval, wherein the train operation characteristic module comprises the steps of judging whether the speed is limited according to the allowable peak value of the power supply current and setting a speed limiting mode matched with the peak value of the power supply current; and traversing all the time to obtain the current of the feeder line cabinet of the transformer substation in the temporary speed limiting mode, comparing the current with the current of the feeder line cabinet of the transformer substation in the non-temporary speed limiting mode, and checking the effect of the temporary speed limit on restraining the peak of the power supply current. The invention can inhibit the peak of the power supply current and prevent tripping accidents, and has the advantages of high feasibility, low cost and strong adjustability.
Description
Technical Field
The invention relates to the technical field of urban rail transit, in particular to an urban rail transit power supply current spike suppression method based on interval temporary speed limit.
Background
The urban rail transit power supply system is a power source for urban rail transit operation, is responsible for the supply and transportation of electric energy, and provides power for train operation and power and illumination power for other buildings such as stations, intervals, vehicle sections and control centers. The power supply system should have higher safety and reliability to ensure the power consumption. In the actual line operation, because the driving density of the line is too big, the passenger capacity is too big, salvage and other abominable operating modes, can cause the voltage shock and the current shock frequently appear in the mixed transformer substation of traction step-down, lead to the supply current spike, cause the high-speed circuit breaker tripping operation, seriously influence passenger service quality and the safety of operation.
Aiming at frequent tripping accidents caused by power supply current spikes, the urban rail transit power supply system is provided with large-current tripping protection, DDL protection, timing over-current protection and contact network thermal protection. At present, common improvement measures for tripping accidents are as follows: the setting current of the differential current in the logic is improved, and the setting current range is expanded; properly prolonging the filtering time of the high-speed circuit breaker; the control circuit and the mechanical transmission part of the high-speed circuit breaker are improved. However, the above solution has the following problems: (1) excessively increasing the setting current range of the direct current cabinet increases the heat productivity of equipment, reduces the sensitivity of elements, causes the aging of the elements and increases the potential safety hazard of a power supply system; (2) the filtering time of the high-speed circuit breaker is properly prolonged, which is contrary to the protection essence of the high-speed circuit breaker and is difficult to be clear; (3) the high-speed circuit breaker is improved to relate to more substation equipment, has increased implementation degree of difficulty and anticipated cost.
Disclosure of Invention
The invention aims to provide a method for inhibiting the peak of the power supply current of the urban rail transit, which can inhibit the peak of the power supply current and prevent tripping accidents and has strong adjustability.
The technical solution for realizing the purpose of the invention is as follows: an urban rail transit supply current spike suppression method based on interval temporary speed limit comprises the following steps:
step 1, establishing a train traction power supply system model;
step 2, establishing a train operation data module;
step 3, establishing a train operation characteristic module without setting the temporary interval speed limit;
step 4, establishing a train operation characteristic module with set interval temporary speed limit;
and 5, traversing all the time to obtain the current of the feeder line cabinet of the transformer substation in the temporary speed limiting mode, comparing the current with the current of the feeder line cabinet of the transformer substation in the non-temporary speed limiting mode, and checking the effect of temporary speed limitation on restraining the peak of the power supply current.
Further, the establishment of the train traction power supply system model in the step 1 comprises a train model, a transformer substation model, a contact network model and a return network model;
in the train model, the current of a pantograph is the sum of the current of a traction converter of a train and the current of an auxiliary converter of a train trailer, namely the sum of two pantographs on each train in four trains and is the current before filtering of a traction reactor box; the pantograph current is the current recorded by an event recorder EVR in a vehicle control unit VCU in a train cab, and if the event recorder EVR in the vehicle control unit VCU in the train cab has a protection function and the recorded pantograph current is only the larger value of the current of a traction converter and the current of an auxiliary converter on the train, the current measured by a Hall current sensor at the bottom of the train is taken as the pantograph current;
in the transformer substation model, a train takes four direct current feeder cabinets of a self-traction transformer substation, wherein two direct current feeder cabinets supply power for an uplink contact network, the other two direct current feeder cabinets supply power for a downlink contact network, and energy feedback of an active inverter cabinet is included;
in the contact net model, the contact net resistance and the contact net length are in a linear relation;
in the reflux network model, the reflux network resistance and the track length are in a linear relation.
Further, the train operation data establishing module in the step 2 comprises a train data module, a transformer substation data module and a line data module;
the train data module provides train body number, passenger capacity, basic resistance parameters, additional resistance parameters and train traction braking characteristics;
the transformer substation data module provides equivalent internal resistance, open-circuit voltage, subsection starting current and subsection stopping current of the transformer substation;
the line data module provides station positions, line substation distribution positions, substation number, contact network unit impedance and track unit impedance.
Further, the train operation characteristic module for establishing the temporary speed limit of the non-set section in the step 3 provides a dynamic corresponding relation among the train section operation time, power, position and pantograph current, wherein the dynamic corresponding relation is obtained from event recorder EVR data in a vehicle control unit VCU; and provides dynamic catenary impedance and dynamic track impedance data that drift over time between adjacent trains.
Further, the train operation characteristic module for establishing the temporary speed limit of the set interval in the step 4 comprises a speed limit mode for judging whether speed limit is needed or not according to the allowable peak value of the supply current and setting the speed limit mode matched with the peak value of the supply current;
the method for judging whether speed limitation is needed or not according to the allowable power supply current peak value specifically comprises the following steps: if the sum of the current taken from the overhead contact system by all the trains is higher than the allowable peak value of the power supply current at the moment, limiting the speed, otherwise, not limiting the speed;
the setting of the speed limit mode matched with the peak value of the power supply current specifically comprises the following steps: and setting the speed limit starting time, the speed limit ending time and the speed limit grade according to rules.
Further, the judging whether the speed limit needs to be performed according to the allowable power supply current peak value specifically includes:
when the train is not provided with the temporary speed limit, all trains take the current from the transformer substation to
If it is not
Ineed(t)＞IpIf so, setting a speed limit, otherwise, not needing to carry out the speed limit;
in the formula Ineed(t) is the dynamic value of the flow taken from the traction network when a plurality of trains are starting near the same time; i ispThe method comprises the steps of providing a power supply current peak value allowed by a transformer substation feeder cabinet within a protection range; k is the train number; i.e. ik(t) pantograph current over time for trains numbered k; c. CkIs a train with the number of kCoefficient of flow from the traction network; k is the total number of trains in one power supply zone.
Further, the speed limit mode matched with the peak value of the power supply current is set and comprises a speed limit starting time tmaSpeed limit end time tmbAnd a speed limit level vmdAnd setting a speed limit mode according to the following rules:
tmβ＝tmα+Δtmαβ
vmin≤vki≤vmax
in the formula IpThe method comprises the steps of providing a power supply current peak value allowed by a transformer substation feeder cabinet within a protection range; m is the serial number of the train for setting the temporary interval speed limit; m is the number of the trains for setting the temporary interval speed limit; n is the serial number of the train without the interval temporary speed limit; n is the number of trains without interval temporary speed limit; c. Cm、cnThe current taking coefficients of the trains numbered m and n are inversely proportional to the length from the transformer substation; i.e. im(t)、in(t) pantograph currents of trains with numbers m and n changing along with time; t is tmαThe train speed limit starting time is numbered m; t is tmβThe train speed limit end time with the number m is obtained; Δ tmαβThe train speed limit duration time with the number m is obtained; lambda [ alpha ]mA speed limit time adjustment factor; v. ofmdTo limit speed, etcA stage; v. ofk(t),tkRespectively the train interval running speed and the interval running time before speed limiting; v'k(t),t'kRespectively obtaining the train interval running speed and the interval running time after speed limiting; s is the distance of the interval; v. ofmin、vmaxThe lowest temporary speed limit allowed in the interval and the highest running speed allowed in the interval are obtained;
and according to the obtained speed limit mode, setting a train operation characteristic module for temporarily limiting the speed of the section, providing a dynamic relation among the train section operation time, power, position and pantograph current under the condition of setting the temporary speed limit, and providing dynamic contact network impedance and dynamic track impedance which deviate along with time between adjacent trains.
Compared with the prior art, the invention has the following remarkable advantages: (1) the quick-break protection value of the existing transformer substation equipment does not need to be re-set, and only a temporary speed limit is set in a corresponding interval, so that the load pressure of the transformer substation can be relieved, the peak of the power supply current is restrained, and the tripping accident is prevented; (2) the feasibility is high, and the influence on the existing train operation diagram is not great; (3) the cost is low, only the speed limit setting is carried out on the existing line section, and no electric equipment is needed to be added; (4) the adjustability is strong, and all variables can be adjusted to reach expected values according to the limit value of the power supply current peak in the line; (5) the load requirement of starting and taking the stream of the train between adjacent districts is effectively distributed, and the peak pressure of the urban rail transit traction substation is reduced.
Drawings
Fig. 1 is a flow chart of an urban rail transit supply current spike suppression method based on interval temporary speed limit.
Fig. 2 is a speed curve diagram under the modes of no speed limit setting and set speed limit setting (14.2s,40.5s, 45km/h) in a certain interval in the embodiment of the invention.
FIG. 3 is a current curve diagram under the working conditions of no speed limit setting and set speed limit setting (14.2s,40.5s, 45km/h) in a certain interval in the embodiment of the invention.
Fig. 4 is a schematic diagram of the feeder current amplitude of the traction substation without setting the temporary speed limit in the embodiment of the present invention.
Fig. 5 is a schematic diagram of the feeder current amplitude of the traction substation with the temporary speed limit set in the interval AB in the embodiment of the present invention.
Fig. 6 is a schematic diagram of the magnitude of the feeder current of the traction substation with the temporary speed limit set in the interval BC in the embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the figures and specific embodiments.
With reference to fig. 1, the method for suppressing the power supply current spike of the urban rail transit based on the temporary interval speed limit of the invention comprises the following steps:
step 1, establishing a train traction power supply system model, which comprises a train model, a transformer substation model, a contact network model and a return network model, and specifically comprises the following steps:
in the train model, the current of the pantograph is the sum of all the currents of the pantograph and is the current before filtering of the traction reactor box; specifically, the current of the pantograph is the sum of the current of a traction converter of a train and a motor car and the current of an auxiliary converter of a train trailer, namely the sum of two pantographs on each train in four trains, and is the current before filtering of a traction reactor box; the pantograph current is the current recorded by an event recorder EVR in a vehicle control unit VCU in a train cab, and if the event recorder EVR in the vehicle control unit VCU in the train cab has a protection function and the recorded pantograph current is only the larger value of the current of a traction converter and the current of an auxiliary converter on the train, the current measured by a Hall current sensor at the bottom of the train is taken as the pantograph current;
in the transformer substation model, a train takes four direct current feeder cabinets of a self-traction transformer substation, wherein two direct current feeder cabinets supply power for an uplink contact network, the other two direct current feeder cabinets supply power for a downlink contact network, and energy feedback of an active inverter cabinet is included;
in the contact net model, the contact net resistance and the contact net length are in a linear relation;
in the backflow network model, the backflow network resistance and the backflow network length are in a linear relationship.
Step 2, establishing an operation data module which comprises a train data module, a transformer substation data module and a line data module, and specifically comprising the following steps:
the train data module provides train body number, passenger capacity, basic resistance parameters, additional resistance parameters and train traction braking characteristics;
the transformer substation data module provides equivalent internal resistance, open-circuit voltage, subsection starting current and subsection stopping current of the transformer substation;
the line data module provides station positions, line substation distribution positions, substation number, contact network unit impedance and track unit impedance.
Step 3, establishing a train operation characteristic module without setting the temporary interval speed limit, which specifically comprises the following steps:
the train operation characteristic module is not provided with the interval temporary speed limit and provides a dynamic corresponding relation among the train interval operation time, power, position and pantograph current, and the dynamic corresponding relation is obtained from event recorder EVR data in a vehicle control unit VCU; and provides dynamic catenary impedance and dynamic track impedance data that drift over time between adjacent trains.
Step 4, establishing a train operation characteristic module for temporarily limiting the speed of the set interval, wherein the train operation characteristic module comprises the steps of judging whether the speed is limited or not according to the allowable peak value of the power supply current and setting a speed limiting mode matched with the peak value of the power supply current; the method comprises the following specific steps:
step 4-1, judging whether speed limitation is needed or not according to the allowable power supply current peak value, specifically: if the sum of the current taken from the overhead contact system by all the trains is higher than the allowable peak value of the power supply current at the moment, limiting the speed, otherwise, not limiting the speed;
the method for judging whether speed limitation is needed or not according to the allowable power supply current peak value specifically comprises the following steps:
when the train is not provided with the temporary speed limit, all trains take the current from the transformer substation to
If it is not
Ineed(t)＞IpIf so, setting a speed limit, otherwise, not needing to carry out the speed limit;
in the formula Ineed(t) is the dynamic value of the flow taken from the traction network when a plurality of trains are starting near the same time; i ispThe method comprises the steps of providing a power supply current peak value allowed by a transformer substation feeder cabinet within a protection range; k is the train number; i.e. ik(t) pantograph current over time for trains numbered k; c. CkTaking a flow coefficient from a traction network for the train with the number k; k is the total number of trains in one power supply zone.
Step 4-2, setting a speed limit mode matched with the peak value of the power supply current, specifically: setting a speed limit starting time, a speed limit finishing time and a speed limit grade according to rules;
the speed limiting mode matched with the peak value of the power supply current is set and comprises a speed limiting starting time tmaSpeed limit end time tmbAnd a speed limit level vmdAnd setting a speed limit mode according to the following rules:
tmβ＝tmα+Δtmαβ
vmin≤vki≤vmax
in the formula IpFor transformer substationThe peak value of the allowable power supply current of the line cabinet in the protection range; m is the serial number of the train for setting the temporary interval speed limit; m is the number of the trains for setting the temporary interval speed limit; n is the serial number of the train without the interval temporary speed limit; n is the number of trains without interval temporary speed limit; c. Cm、cnThe current taking coefficients of the trains numbered m and n are inversely proportional to the length from the transformer substation; i.e. im(t)、in(t) pantograph currents of trains with numbers m and n changing along with time; t is tmαThe train speed limit starting time is numbered m; t is tmβThe train speed limit end time with the number m is obtained; Δ tmαβThe train speed limit duration time with the number m is obtained; lambda [ alpha ]mA speed limit time adjustment factor; v. ofmdThe speed limit grade is set; v. ofk(t),tkRespectively the train interval running speed and the interval running time before speed limiting; v'k(t),t'kRespectively obtaining the train interval running speed and the interval running time after speed limiting; s is the distance of the interval; v. ofmin、vmaxThe lowest temporary speed limit allowed in the interval and the highest running speed allowed in the interval are obtained;
and 4-3, setting a train operation characteristic module for temporarily limiting the speed of the interval according to the speed limiting mode obtained in the step 4-2, calculating the dynamic relation among the train interval operation time, power, position and pantograph current under the condition of setting the temporary speed limit of the interval, and calculating the dynamic contact network impedance and dynamic track impedance which deviate along with time between adjacent trains.
Step 5, obtaining a speed curve and a current curve under the temporary speed-limiting mode of an unset interval and the temporary speed-limiting mode of a set interval according to the train operation characteristic simulation, traversing all time step lengths to obtain the current I of the feeder cabinet of the transformer substation under the temporary speed-limiting mode of the set intervallimitedAnd (t) comparing the current with the current of the feeder cabinet of the transformer substation in the temporary speed limiting mode of the non-set interval, and further verifying the effect of the temporary speed limitation on the suppression of the peak of the power supply current.
Example 1
Taking a power supply zone of a certain subway line as an example, the power supply zone comprises 4 stations, three sections and two traction substations. The temporary interval speed limit setting step comprises the following steps:
step 1, establishing a train traction power supply system model, including establishing a train model, a transformer substation model, a contact network model and a return network model.
And 2, establishing an operation data module which comprises a train data module, a transformer substation data module and a line data module.
Step 3, establishing a train operation characteristic module without setting the interval temporary speed limit, and providing a dynamic relation among the train interval operation time, power, position and pantograph current, wherein the dynamic relation is as follows:
3.1, downloading EVR type data from an event recorder EVR in a vehicle-mounted vehicle control unit VCU, wherein the sampling period is 50 ms;
3.2, not recording station information in the EVR data, and searching a current corresponding interval according to the interval distance calculated by the speed integral;
3.3, acquiring the distance between adjacent trains in a dynamic table look-up mode;
3.4, importing the corresponding relation of time, distance and current into a data module;
and 3.5, setting the highest running speed not higher than 70 km/h.
And 4, establishing a train operation characteristic module for setting the temporary interval speed limit.
Step 4.1, combine figure 4, according to the formula
Knowing, when t is 17.14s, the substation feeder current value Ineed(t) is 4185A, which is higher than the power supply current peak value 4060A allowed by the feeder cabinet of the transformer substation in the protection range, so that temporary speed limitation of an interval is needed to avoid the load pressure of the transformer substation when multiple vehicles start simultaneously;
step 4.2, obtaining a group of speed limiting modes according to a speed limiting rule formula, and setting the starting time t of speed limitingmα14.2s, speed limit end time tmβ40.5s, speed limit level vmd＝45km/h。
Step 5, according to the trainOperating characteristic simulation is carried out to obtain a speed curve and a current curve under the temporary speed-limiting mode of an unset interval and the temporary speed-limiting mode of a set interval, and all time step lengths are traversed to obtain the current I of the feeder cabinet of the transformer substation under the temporary speed-limiting mode of the set intervallimitedAnd (t) comparing the current with the current of the feeder cabinet of the transformer substation in the temporary speed limiting mode of the non-set interval, and further verifying the effect of the temporary speed limitation on the suppression of the peak of the power supply current.
With reference to fig. 2 and 3, it can be seen that the train starts to limit the speed from 14.2s, at this time, the current of the pantograph of the train does not continuously rise, and the speed limit value is 45 km/h; and when the train speed limit is finished for 40.5s, the speed begins to climb from 45km/h, and the current taking load of a pantograph of the train is increased to improve the train speed. After the speed is limited, the current peak value of the train is deviated, and the concentrated load pressure when a plurality of trains are started simultaneously is avoided.
With reference to fig. 5 and 6, the peak values of the currents of the two substation feeder cabinets are 3063A and 2988A, respectively, which are lower than the allowable supply current peak value 4060A of the substation feeder cabinet in the protection range, so that the peak value of the supply current is obviously suppressed.
Claims (3)
1. A method for restraining urban rail transit power supply current spikes based on interval temporary speed limit is characterized by comprising the following steps:
step 1, establishing a train traction power supply system model;
step 2, establishing a train operation data module;
step 3, establishing a train operation characteristic module without setting the temporary interval speed limit;
step 4, establishing a train operation characteristic module with set interval temporary speed limit;
step 5, traversing all the time to obtain the current of the feeder line cabinet of the transformer substation in the temporary speed limiting mode, comparing the current with the current of the feeder line cabinet of the transformer substation in the non-temporary speed limiting mode, and checking the effect of temporary speed limitation on restraining the peak of the power supply current;
the method comprises the following steps that 1, a train traction power supply system model is established, wherein the train traction power supply system model comprises a train model, a transformer substation model, a contact network model and a return network model;
in the train model, the current of a pantograph is the sum of the current of a traction converter of a train and the current of an auxiliary converter of a train trailer, namely the sum of two pantographs on each train in four trains and is the current before filtering of a traction reactor box; the pantograph current is the current recorded by an event recorder EVR in a vehicle control unit VCU in a train cab, and if the event recorder EVR in the vehicle control unit VCU in the train cab has a protection function and the recorded pantograph current is only the larger value of the current of a traction converter and the current of an auxiliary converter on the train, the current measured by a Hall current sensor at the bottom of the train is taken as the pantograph current;
in the transformer substation model, a train takes four direct current feeder cabinets of a self-traction transformer substation, wherein two direct current feeder cabinets supply power for an uplink contact network, the other two direct current feeder cabinets supply power for a downlink contact network, and energy feedback of an active inverter cabinet is included;
in the contact net model, the contact net resistance and the contact net length are in a linear relation;
in the reflux network model, the reflux network resistance and the track length are in a linear relation;
the train operation characteristic module for establishing the temporary speed limit of the set interval in the step 4 comprises the steps of judging whether the speed limit is needed or not according to the allowable peak value of the power supply current and setting a speed limit mode matched with the peak value of the power supply current;
the method for judging whether speed limitation is needed or not according to the allowable power supply current peak value specifically comprises the following steps: if the sum of the current taken from the overhead contact system by all the trains is higher than the allowable peak value of the power supply current at the moment, limiting the speed, otherwise, not limiting the speed;
the setting of the speed limit mode matched with the peak value of the power supply current specifically comprises the following steps: setting a speed limit starting time, a speed limit finishing time and a speed limit grade according to rules;
the method for judging whether speed limitation is needed or not according to the allowable power supply current peak value specifically comprises the following steps:
when the train is not provided with the temporary speed limit, all trains take the current from the transformer substation to
If it is not
Ineed(t)＞IpIf so, setting a speed limit, otherwise, not needing to carry out the speed limit;
in the formula Ineed(t) is the dynamic value of the flow taken from the traction network when a plurality of trains are starting near the same time; i ispThe method comprises the steps of providing a power supply current peak value allowed by a transformer substation feeder cabinet within a protection range; k is the train number; i.e. ik(t) pantograph current over time for trains numbered k; c. CkTaking a flow coefficient from a traction network for the train with the number k; k is the total number of trains in a power supply subarea;
the speed limiting mode matched with the peak value of the power supply current is set and comprises a speed limiting starting time tmaSpeed limit end time tmbAnd a speed limit level vmdAnd setting a speed limit mode according to the following rules:
tmβ＝tmα+Δtmαβ
vmin≤vki≤vmax
in the formula IpThe method comprises the steps of providing a power supply current peak value allowed by a transformer substation feeder cabinet within a protection range; m is the serial number of the train for setting the temporary interval speed limit; m is the number of the trains for setting the temporary interval speed limit; n is the serial number of the train without the interval temporary speed limit; n is the number of trains without interval temporary speed limit; c. Cm、cnThe current taking coefficients of the trains numbered m and n are inversely proportional to the length from the transformer substation; i.e. im(t)、in(t) pantograph currents of trains with numbers m and n changing along with time; t is tmαThe train speed limit starting time is numbered m; t is tmβThe train speed limit end time with the number m is obtained; Δ tmαβThe train speed limit duration time with the number m is obtained; lambda [ alpha ]mA speed limit time adjustment factor; v. ofmdThe speed limit grade is set; v. ofk(t),tkRespectively the train interval running speed and the interval running time before speed limiting; v'k(t),t'kRespectively obtaining the train interval running speed and the interval running time after speed limiting; s is the distance of the interval; v. ofmin、vmaxThe lowest temporary speed limit allowed in the interval and the highest running speed allowed in the interval are obtained;
and according to the obtained speed limit mode, setting a train operation characteristic module for temporarily limiting the speed of the section, providing a dynamic relation among the train section operation time, power, position and pantograph current under the condition of setting the temporary speed limit, and providing dynamic contact network impedance and dynamic track impedance which deviate along with time between adjacent trains.
2. The method for suppressing the supply current spike of the urban rail transit based on the interval temporary speed limit of claim 1, wherein the establishing of the train operation data module in the step 2 comprises a train data module, a transformer substation data module and a line data module;
the train data module provides train body number, passenger capacity, basic resistance parameters, additional resistance parameters and train traction braking characteristics;
the transformer substation data module provides equivalent internal resistance, open-circuit voltage, subsection starting current and subsection stopping current of the transformer substation;
the line data module provides station positions, line substation distribution positions, substation number, contact network unit impedance and track unit impedance.
3. The method for suppressing the peak of the power supply current of the urban rail transit based on the temporary interval speed limit of the claim 1, wherein the module for establishing the train operation characteristics without the temporary interval speed limit in the step 3 provides the dynamic corresponding relation among the train interval operation time, power, position and pantograph current, and the dynamic corresponding relation is obtained from the EVR data of an event recorder in a VCU (vehicle control unit); and provides dynamic catenary impedance and dynamic track impedance data that drift over time between adjacent trains.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910149089.0A CN109927764B (en) | 2019-02-28 | 2019-02-28 | Urban rail transit power supply current spike suppression method based on temporary interval speed limit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910149089.0A CN109927764B (en) | 2019-02-28 | 2019-02-28 | Urban rail transit power supply current spike suppression method based on temporary interval speed limit |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109927764A CN109927764A (en) | 2019-06-25 |
| CN109927764B true CN109927764B (en) | 2021-05-07 |
Family
ID=66986081
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910149089.0A Expired - Fee Related CN109927764B (en) | 2019-02-28 | 2019-02-28 | Urban rail transit power supply current spike suppression method based on temporary interval speed limit |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109927764B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112765761B (en) * | 2020-11-18 | 2024-06-25 | 广州地铁设计研究院股份有限公司 | Rail transit stray current leakage amount calculating method |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011085776A1 (en) * | 2011-11-04 | 2013-05-08 | Siemens Aktiengesellschaft | System for controlling the traffic of electrically driven vehicles in a road network |
| CN105610190A (en) * | 2016-01-15 | 2016-05-25 | 北京先行电气股份有限公司 | Comprehensive utilization device and system for renewable energy feedback of rail transit vehicle |
| CN105743072A (en) * | 2016-03-01 | 2016-07-06 | 中国铁道科学研究院 | High-voltage electric circuit protection system for electric motor train unit |
-
2019
- 2019-02-28 CN CN201910149089.0A patent/CN109927764B/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011085776A1 (en) * | 2011-11-04 | 2013-05-08 | Siemens Aktiengesellschaft | System for controlling the traffic of electrically driven vehicles in a road network |
| CN105610190A (en) * | 2016-01-15 | 2016-05-25 | 北京先行电气股份有限公司 | Comprehensive utilization device and system for renewable energy feedback of rail transit vehicle |
| CN105743072A (en) * | 2016-03-01 | 2016-07-06 | 中国铁道科学研究院 | High-voltage electric circuit protection system for electric motor train unit |
Non-Patent Citations (1)
| Title |
|---|
| "三检查一限速"在处置地铁接触网故障中的成功运用";王乾;《科学大众(科学教育)》;20120930(第9期);正文第三节 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109927764A (en) | 2019-06-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2576719B2 (en) | Railway system | |
| US8907255B2 (en) | Method for deicing a power supply line for railway vehicles | |
| KR101237552B1 (en) | Railway system installing power supply facility on railroads between stations | |
| US20030230994A1 (en) | Method and a system for monitoring and regulating the power consumed by a transport system | |
| CN108923457B (en) | Coordinated control method and system for subway regenerative braking energy inversion absorption device | |
| DE102019117419A1 (en) | Rail transport route with electrical recharging infrastructure for a rail vehicle | |
| CN109927764B (en) | Urban rail transit power supply current spike suppression method based on temporary interval speed limit | |
| KR20130036745A (en) | Overhead wire transportation system and control method therefor | |
| EP3597469A1 (en) | Method and devices for charging at least one energy storage device of a rail vehicle | |
| CN207876671U (en) | Suitable for receiving the trolley group for unloading track both sides or orbit centre gapless line | |
| RU69458U1 (en) | COMPOSITION OF A SPEED PASSENGER ELECTRIC TRAIN | |
| CN109586389B (en) | Energy control strategy for vehicle-mounted hybrid energy storage system | |
| JP5604984B2 (en) | Feeding voltage control method for electric railway system | |
| Suzuki et al. | Application examples of energy saving measures in Japanese DC feeding system | |
| CN103991388A (en) | Energy-storage type power supply method for electric traction traffic | |
| CN116505482A (en) | Power transformer neutral point magnetic bias prediction and current limiting resistance regulation and control system and method | |
| CN108068640B (en) | Power supply control method and device for double-source trolley bus | |
| CN113135124B (en) | Power supply switching system of railway vehicle | |
| DE102022125116A1 (en) | Traction energy supply method, in particular using a power supply system for motor vehicles, preferably for commercial vehicles for electrically operated heavy traffic | |
| JPH1191414A (en) | Control device for substation | |
| RU65448U1 (en) | COMPOSITION OF A SPEED PASSENGER ELECTRIC TRAIN | |
| JP5190883B2 (en) | Overhead voltage compensation vehicle | |
| CN112298291B (en) | Auxiliary parking area arrangement method for single-line bidirectional running normal-conduction magnetic suspension line | |
| Sone | Improvement of traction power feeding/regeneration system by means of energy storage devices | |
| CN111384710A (en) | Grounding system suitable for urban rail transit |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20210507 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |