CN110994608A - CIM (common information model) expansion modeling method for urban rail transit power supply system - Google Patents
CIM (common information model) expansion modeling method for urban rail transit power supply system Download PDFInfo
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
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Abstract
The application provides a CIM expanding modeling method for an urban rail transit power supply system. The method comprises the following steps: extracting common elements of the urban rail transit power supply system which are common with a common power system; determining the class and/or attribute of the common element based on CIM standard in the urban rail transit power supply system according to the class and/or attribute of the common element based on CIM standard in the common power system; determining a special element of the urban rail transit power supply system which is different from the general power system; determining the class and/or attribute of the special element based on CIM standard based on the operation characteristics of the urban rail transit power supply system.
Description
Technical Field
The application relates to the technical field of urban rail transit, in particular to a CIM (common information model) expansion modeling method for an urban rail transit power supply system.
Background
With the development of computer network technology, power enterprises have higher demands for the improvement of informatization. In order to solve the problems of poor data consistency and maintainability of power enterprises, difficulty in providing effective data sharing, information island and the like, the technical commission 57 of the international electrotechnical commission customs defines the IEC 61970 series of standards and an application program interface (EMS-API) of an energy management system, and is applied to various fields of topology analysis, load flow calculation, power generation control, load prediction, dynamic simulation and the like of the power industry.
The CIM is one of the main contents of the IEC 61970 standard, provides a uniform information modeling standard for the power industry, but the CIM only describes the main objects of the power enterprise. In order to further develop and perfect CIM, research on CIM expansion in various fields is developed. Currently, research on CIM expansion mainly focuses on links of power generation, power transformation, power transmission, power distribution and the like of a power system, and as a power utilization link of the power system, CIM model research of an urban rail transit power supply system is rarely involved.
Along with the larger and larger construction scale of urban rail transit and the longer and longer commissioning mileage, the power supply system of the urban rail transit is more and more complex due to the occurrence of modes of sharing power supply of a main substation, power supply partition interconnection and the like. In the past, the requirement of network networking operation is increasingly not met according to a management mode of single-wire manual experience, and a network power supply system analysis tool based on a CIM (common information model) is needed.
Disclosure of Invention
The embodiment of the application provides a CIM (common information model) expansion modeling method for an urban rail transit power supply system, which comprises the following steps: extracting common elements of the urban rail transit power supply system which are common with a common power system; determining the class and/or attribute of the common element based on CIM standard in the urban rail transit power supply system according to the class and/or attribute of the common element based on CIM standard in the common power system; determining a special element of the urban rail transit power supply system which is different from the general power system; determining the class and/or attribute of the special element based on CIM standard based on the operation characteristics of the urban rail transit power supply system.
According to some embodiments, the special element comprises: at least one of a substation, a rectifier unit, an inversion feedback device, an energy storage device and a direct current line section.
According to some embodiments, the determining the class and/or the attribute of the particular element based on the CIM standard comprises: and expanding the expansion attribute of the substation class different from the general power system based on the CIM standard.
According to some embodiments, the extended substation class is a substation, and the extended attribute of the substation class different from the extended attribute of the general power system includes:
the BrakerResistance, the data type is int, and whether a brake resistor is set is represented;
BrakeVol, data type double, representing the brake resistor starting voltage;
pos, data type double, represents brake resistor position information.
According to some embodiments, the determining is based on classes and/or attributes of the particular elements of the CIM standard, further comprising: and based on the CIM standard, adding at least one of the class and attribute of the rectifier unit and the class and attribute of the rectifier unit terminal.
According to some embodiments, the fairing class is recitifier, and the properties of the fairing class include:
RatedPower, the data type is double, and the rated power of the unit is represented;
the data type of the short circuit power is double, and the short circuit power represents the three-phase short circuit capacity of a primary side system;
Udothe data type is double, and the data type represents the no-load voltage;
U1the data type is double, and the data type represents the rated voltage of the network side;
U2the data type is double, and the rated voltage of the valve side is represented;
Xkthe data type is double, which represents the ride through impedance;
Xbthe data type is double, and represents half-penetration impedance;
VolAdjustRate, data type double, indicates the DC voltage regulation rate.
According to some embodiments, the rectifier group end class is recitifierend, and the attributes of the rectifier group end class include:
bACEnd, data type int, which indicates whether to exchange side;
bDCPositive, the data type is int, and whether the positive end of the direct current side exists is represented;
bdcenevive, data type int, indicates whether the dc side negative terminal is present.
According to some embodiments, the determining is based on classes and/or attributes of the particular elements of the CIM standard, further comprising: and increasing the types and attributes of the inversion feedback devices based on the CIM standard.
According to some embodiments, the inverse feedback class is energyfeedback system, and the attributes of the inverse feedback class include:
WorkWol, data type is double, and the working voltage is represented;
resistance, the data type is double, and the Resistance represents grid-connected equivalent Resistance;
reactance, the data type is double, represents the equivalent Reactance of being incorporated into the power networks;
overladcoef, the data type is double, and represents the overload coefficient;
capacity, data type double, indicates rated Capacity.
According to some embodiments, the determining is based on classes and/or attributes of the particular elements of the CIM standard, further comprising: and increasing the class and the attribute of an inversion feedback device terminal based on the CIM standard.
According to some embodiments, the inverse feedback device end class is energy feedback system, and the attributes of the inverse feedback device end class include:
bACEnd, data type int, which indicates whether to exchange side;
bDCPositive, the data type is int, and whether the positive end of the direct current side exists is represented;
bdcenevive, data type int, indicates whether the dc side negative terminal is present.
According to some embodiments, the determining is based on classes and/or attributes of the particular elements of the CIM standard, further comprising: and increasing the types and attributes of the energy storage devices based on the CIM standard.
According to some embodiments, the energy storage device class is energy storage device system, and the attributes of the energy storage device class include:
MaxWorkVol, data type is double, and the maximum working voltage is represented;
MinWorkVol, data type double, represents the minimum operating voltage;
ChargeVol, data type double, represents the charge starting voltage;
DisChargeVol, data type is double, and represents the discharge starting voltage;
MaxChargePower, data type is double, and represents the maximum charging power;
MaxDisChargePower, data type double, indicates maximum discharge power.
According to some embodiments, the determining is based on classes and/or attributes of the particular elements of the CIM standard, further comprising: and expanding the expansion attribute of the direct current segment class different from the expansion attribute of the general power system based on the CIM standard.
According to some embodiments, the dc segment class is dclinesegmenter, and the extension attribute of the dc segment class different from that of the universal power system includes:
RatedA, data type double, representing rated current;
bUp, data type is int, which indicates whether to go upstream;
bRail, data type int, which indicates whether steel rail is present;
the data type of the RailLine represents the associated subway line;
StartST, data type is Substation, and represents the associated starting Substation;
EndST, data type is Substation, and represents the associated terminal Substation;
RailMatTSR, the data type is double, and the data type represents transition resistance of the steel rail in unit length to the drainage network;
MatEarth TsR, data type is double, and represents the transition resistance of the drainage network to the ground in unit length.
According to the technical scheme provided by the embodiment of the application, the structure of the urban rail transit power supply system is analyzed, the CIM (common information model) modeling of the power system is inherited as a basis, the expansion principle of the CIM of the power system is used for reference, the CIM expansion model of the urban rail transit power supply system is established, the requirement of the analysis and calculation basic model of the urban rail transit power supply system is completely met, meanwhile, a model file conforming to the standard can be used as the interoperation standard of each power monitoring system model of the urban rail transit, and finally the informatization and intelligentization level of the urban rail transit power supply system is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic flow chart of a CIM expansion modeling method of an urban rail transit power supply system according to an embodiment of the present application;
FIG. 2 is a modeling example of a CIM (common information model) extended model database provided by an embodiment of the application;
FIG. 3 is a file format of a CIM extension model interoperability standard provided in an embodiment of the present application;
fig. 4 is a diagram of a power supply system for a certain subway with a CIM extension model provided in an embodiment of the present application as an input;
fig. 5 is a voltage analysis calculation result of a contact network at an outlet of each traction substation based on a CIM expansion model provided in the embodiment of the present application;
fig. 6 is a calculation result of rail potential analysis at the exit of each traction substation based on a CIM expansion model provided in the embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The urban rail transit power supply system introduces an inlet wire from an urban electric power system to serve as an external power supply, and the urban rail transit power supply system has an independent power supply system and structure. The urban rail transit power supply system comprises three types of different substations, namely a main substation, a traction substation and a voltage reduction substation. The main substation receives an external power supply and reduces the voltage to supply power to the traction substation and the voltage reduction substation. The traction substation reduces and rectifies the three-phase alternating high-voltage power into low-voltage direct current suitable for train operation. The feeder line transmits low-voltage direct current to the contact net, and the train draws current from the contact net through the pantograph. The step-down transformer substation steps down the three-phase alternating-current high voltage into alternating-current 220/380V voltage to supply power for various electromechanical equipment in stations, transformer substations and operation intervals.
Compared with an electric power system, the urban rail transit power supply system has similarities and differences in structural content. When power supply system analysis tools and intelligent systems are needed to assist dispatchers in making decisions, the basis of the algorithm models of the analysis systems is the CIM model, and the CIM model needs to be expanded based on the characteristics of the urban rail transit power supply system.
Therefore, the urban rail transit power supply system is analyzed, the relation between the urban rail transit power supply system and the power system is clarified, the common data and model of the urban rail transit power supply system and the power system are extracted on the basis of understanding the existing CIM model, the wide applicability of the expanded model is improved, and the principle of CIM expansion is also conformed.
Fig. 1 is a schematic flow chart of a CIM expansion modeling method of an urban rail transit power supply system according to an embodiment of the present application.
In S110, common elements of the urban rail transit power supply system that are common to the common power system are extracted.
Compared with a general power system, the urban rail transit power supply system has the advantages that general elements include but are not limited to at least one of an alternating current transmission line, a direct current transmission line, a main substation, a step-down substation, an alternating current bus, a direct current bus, a switch, a transformer and a generator.
In S120, the class and/or the attribute of the common element based on the CIM standard in the urban rail transit power supply system are determined according to the class and/or the attribute of the common element based on the CIM standard in the common power system.
And extracting a basic model of the commonality of the general power system and the urban rail transit power supply system. According to the mapping relation between the power elements of the general power system and the CIM standard, the corresponding relation between each element of the urban rail transit power supply system and the CIM standard is compared and enumerated, so that the object-oriented classes and attributes of the general power elements are inherited as basic model structures. The corresponding relationship between each element of the urban rail transit power supply system and the standard CIM equipment is shown in the following table 1.
TABLE 1
In S130, it is determined that the urban rail transit power supply system is different from the special element of the general electric power system.
On the basis of inheriting the CIM general power element model, the applicability of the extended model is further improved. As can be seen from table 1, in the lead wire package (Wires) of CIM, the urban rail transit power supply system has different devices than the general power system, except for general elements. The urban rail transit power supply system is different from a general power system in special elements including but not limited to at least one of a substation, a rectifier unit, an inverter feedback device, an energy storage device and a direct current line section.
According to the CIM standard, aiming at the particularity of the urban rail transit power supply system, the classes and attributes of the urban rail transit special equipment modeling objects which are lacked in the IEC-61970 standard CIM in special elements are expanded according to an expansion principle, new adaptability attributes are added to equipment with the same class in consideration, and new classes and new attributes are established for equipment with the same class.
In S140, based on the operation characteristics of the urban rail transit power supply system, the class and/or the attribute of the specific element based on the CIM standard are determined.
Based on CIM standard, extending or adding the class and/or attribute of special elements which are different from the general power system.
In the CIM model, different types of substations are distinguished by a name space (name) attribute. The main substation and the step-down substation only complete the step-down function, and can be directly inherited from the original CIM substation without expansion. Besides voltage reduction, the traction substation also needs to complete conversion from alternating current to direct current, and is provided with a special rectifying device. In addition, equipment of an inversion feedback device is arranged in the traction substation. The system directly provides electric energy for the locomotive and simultaneously provides electric energy fed back by the system locomotive, so that the system locomotive comprises brake resistance equipment which is not provided by a conventional electric Substation, and the power change of a traction Substation is closely related to the kilometer post position of the line where the traction Substation is located, so that the Substation type (substtation) is expanded, and the expansion attribute is increased.
Based on CIM standard, aiming at special parameter attribute of traction power supply station, the expansion attribute of substation class different from general power system is expanded.
The Substation and the ground brake resistors are in one-to-one correspondence, so that two expansion attributes of brake resistor (BrakerResistance) and brake resistor starting voltage (BrakeVol) are added in the Substation class (substtation). Position information of a substation needs to be acquired in direct current side load flow calculation and short circuit calculation of the urban rail transit power supply system, so that the expansion attribute of position information (Pos) is added. The extension attributes of the extension substation class are shown in table 2 below.
TABLE 2
Wherein int is that the data type of BrakeResistance is integer. double, it means that the data type of BrakeVol is a double precision floating point number. The following data types work equally.
The current converter class (rectifierInverter) is defined in the Wires packet in the existing CIM model. The inverter is a bidirectional alternating current-direct current (AC-DC) inverter device, and its operation state can be switched to rectification or inversion. However, the current converter, the rectifier unit and the inversion feedback device are different devices, and the rectifier unit or the inversion feedback device in the urban rail transit power supply system cannot be represented by the current converter (rectifierInverter) class. Therefore, a Rectifier group (Rectifier) is added to the lead group (wires) of the CIM.
In the standard CIM model, no object modeling is carried out on special equipment of the rectifier unit, so that the class and the attribute of the rectifier unit and the class and the attribute of the end of the rectifier unit are added based on the CIM standard.
The name of the rectifier set is recitifier. In the urban rail transit power supply calculation, the determination of the working interval of the rectifier unit is one of the keys. Due to the existence of commutation reactance of the rectifier unit, the rectifier unit can operate in 6 different working intervals along with the increase of load current, namely a multi-fold line external characteristic model of the rectifier unit. Attributes such as no-load voltage (Ud0), network side rated voltage (U1), valve side rated voltage (U2), ride-through impedance (Xk), half-ride-through impedance (Xb) and the like are added to Rectifier sets (rectifiers), and the working interval of the Rectifier sets is adjusted by combining the load current in the power supply calculation result. In the field of engineering application, the external characteristics of the rectifier unit can also adopt a direct-current voltage regulation rate model, and a direct-current voltage regulation rate (VolAdjustRate) attribute is added. The properties of the rectifier group class are shown in table 3 below.
TABLE 3
The Rectifier group end class (rectifiernend) is inherited from the conductive device class (EquipmentContainer), associating the Rectifier group class (Rectifier). Each set of rectifier unit equipment comprises 4 rectifier unit ends, wherein two ends on an alternating current side and two ends on a direct current side. The attributes of the rectifier unit terminals include, but are not limited to, at least one of whether the ac terminals are on the ac side, whether the dc terminals are on the positive side, and whether the dc terminals are on the negative side. The attributes of the newly added rectifier group end classes are shown in table 4.
TABLE 4
In the standard CIM model, object modeling of special equipment of the inversion feedback device is not considered, so that the inversion feedback device class and attribute and the inversion feedback device terminal class and attribute are added based on the CIM standard.
An inversion feedback system (energy feedback system) is added to the wires packet of the CIM.
When the adjacent train can not completely absorb the regenerative braking energy, the network pressure of the traction network is raised, and after the network pressure reaches the attribute value of the working voltage (WorkVol), the inversion feedback device is put into use, and the residual braking energy is inverted to the medium-voltage looped network side for the use of other loads of the medium-voltage looped network. In power supply calculation, when an inversion feedback device of the traction substation is put into use, parameters on the alternating current side of the traction substation are updated. At this time, values of three attributes of grid-connected equivalent Resistance (Resistance), grid-connected equivalent Reactance (Reactance) and rated Capacity (Capacity) need to be obtained. The overload coefficient (overload coef) attribute represents the overload capability of the inversion feedback. The properties of the inverse feedback classes are shown in table 5 below.
TABLE 5
The inverted feedback system end class (energy feedback system end) inherits from the conductive device class (equipment container) and is associated with the inverted feedback system class (energy feedback system). The inherent properties of the rectifier unit are the same as those of a rectifier unit end class (Rectiferened). The properties of the inverter feedback device end classes are shown in table 6 below.
TABLE 6
Based on CIM standard, energy storage device class (energy storage system) is added in a wires packet of CIM.
The energy storage device is charged, discharged and kept in three different working states, the states change along with the change of the traction network voltage, and the maximum working voltage (MaxWorkVol), the minimum working voltage (MinWorkVol), the charging starting voltage (charging Vol) and the discharging starting voltage (DischargeVol) are added to obtain the working states of the energy storage device. In the power supply calculation, the maximum capacity of the energy storage device needs to be considered, and two attributes of maximum charging power (maxchargewower) and maximum discharging power (maxdischargewower) are added. As shown in table 7 below.
TABLE 7
The direct current transmission line of the power supply system of the urban rail transit comprises a contact net and a steel rail. The existing direct current transmission line (dcline) specified by CIM generally refers to a direct current transmission line of an extra-high voltage direct current transmission system, and is different from a contact net and a steel rail.
In the existing CIM, a direct current line segment class (dcline segment) is described, and specific attributes of the direct current line segment class are Resistance (indirection), reactance (Resistance), Susceptance (Susceptance), and length (LongLength). A direct current line section in the urban rail transit power supply system comprises a contact net and a steel rail. These properties of the catenary and rail can be directly inherited from the dc line segment class (dcline segment) in the original CIM.
According to the characteristics of steel rails and overhead contact systems of the urban rail transit power supply system, direct current line section (DCLineSegment) for modeling the urban rail transit power supply system needs to have extended attributes.
Whether a steel rail (bRail) is used for describing the type of the direct current line or not is 1, and the direct current transmission line is the steel rail. In the modeling of the direct-current traction power supply system of the urban rail transit, a rail-ground circuit model needs to be considered, and the rail-ground circuit model comprises a rail-ground circuit and a rail-drainage network-ground circuit. And adding two expansion attributes of a related subway line (RailLine), a drainage network transition resistance (RailMatTSR) of a steel rail pair with a unit length and a drainage network ground transition resistance (MatEarth) with a unit length to obtain the circuit model. In order to construct an urban rail transit direct current side power supply network, two extended attributes of an associated start substation (StartST) and an associated end substation (EndST) are added.
Based on the CIM standard, the expansion attribute of the direct current line segments different from the expansion attribute of the general power system is expanded aiming at the special parameters of the urban rail transit overhead line system and the steel rail, and is shown in the following table 8. The data type refsustation, rainline, indicates an association type.
TABLE 8
Fig. 2 is a modeling example of a CIM expansion model database provided in an embodiment of the present application, and based on the CIM expansion model, the database object-oriented modeling is performed on an urban rail transit power supply system.
And selecting a power supply system of the first-stage and second-stage engineering of a certain subway line for calculation and verification. The total length of the line is 33.631 kilometers, the starting point is 5.098 kilometers, the terminal point is 38.729 kilometers, the whole line is provided with a main substation (BSS)2 seat, a traction substation (TSS)14 seat, a power supply system diagram is shown in figure 4, and the TSS1-TSS3 of the traction substation are not shown in order to simplify the drawing. The train is selected as the A-type train, 5 trains are driven by 1 trailer, and the inter-train interval is 3 minutes.
The format of the CIM extended model interoperability standard file derived from the modeled database is shown in FIG. 3.
Calling an urban rail transit power supply calculation analysis algorithm package for calculation, inputting CIM expansion model interoperation standard files serving as CIM expansion model data into the algorithm package, inputting PSCADA measurement data into the algorithm package together for calculation, displaying a calculation result on a PSCADA human-computer interaction interface, counting the voltage of a contact network at each traction substation outlet, and displaying the result as shown in figure 5, the steel rail potential at each traction substation outlet and the result as shown in figure 6.
The whole train has 18 trains, wherein 8 trains are driven in the upper part, 10 trains are driven in the lower part, the position, power, current taking and other data of the trains are obtained by train traction calculation, the traction calculation adopts a time-saving strategy, and the trains have three working conditions of traction, braking and stop. The statistically calculated electric energy power exchange change information of the train slave power supply system is shown in table 9.
TABLE 9
The extended CIM model provided by this embodiment adopts an object-oriented computer programming technology to develop an urban rail transit power supply calculation algorithm package, and calculates the load flow distribution condition of the ac/dc network of the subway line by using a CIM/XML model file and a CIM/E measurement file as input conditions. The algorithm package is embedded into the power monitoring PACADA system as a plug-in, so that quick and efficient information interaction can be realized.
The expanded CIM model is applied to the field of urban rail transit power supply systems, and has the advantages that the expanded CIM model is used as a basic model for power supply system analysis, the running state of the power supply system can be dynamically adjusted according to the change of the on-off state provided by the power monitoring PSCADA system, and the analysis and decision of scheduling operators are facilitated. When the dispatching operation personnel calls the algorithm package for calculation, the data such as the switching state, the departure density and the like in the power supply network can be adjusted, the calculation results of the power supply system in different operation states are analyzed, the forecasting judgment is performed on the dispatching scheme, the system operation capacity under the extreme condition is researched, and the technical support is provided for realizing safe operation and economic dispatching.
The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the description of the embodiments is only intended to facilitate the understanding of the methods and their core concepts of the present application. Meanwhile, a person skilled in the art should, according to the idea of the present application, change or modify the embodiments and applications of the present application based on the scope of the present application. In view of the above, the description should not be taken as limiting the application.
Claims (15)
1. A CIM expanding modeling method for an urban rail transit power supply system comprises the following steps:
extracting common elements of the urban rail transit power supply system which are common with a common power system;
determining the class and/or attribute of the common element based on CIM standard in the urban rail transit power supply system according to the class and/or attribute of the common element based on CIM standard in the common power system;
determining a special element of the urban rail transit power supply system which is different from the general power system;
determining the class and/or attribute of the special element based on CIM standard based on the operation characteristics of the urban rail transit power supply system.
2. The method of claim 1, wherein the special element comprises:
at least one of a substation, a rectifier unit, an inversion feedback device, an energy storage device and a direct current line section.
3. The method of claim 2, wherein the determining the class and/or attributes of the particular element based on a CIM standard comprises:
and expanding the expansion attribute of the substation class different from the general power system based on the CIM standard.
4. The method of claim 3, wherein the substation class is substation, and the extended attributes of the substation class that are distinct from the utility power system include:
the BrakerResistance, the data type is int, and whether a brake resistor is set is represented;
BrakeVol, data type double, representing the brake resistor starting voltage;
pos, data type double, represents brake resistor position information.
5. The method of claim 2, wherein the determining is based on classes and/or attributes of the special elements of a CIM standard, further comprising:
and based on the CIM standard, adding at least one of the class and attribute of the rectifier unit and the class and attribute of the rectifier unit terminal.
6. The method of claim 5, wherein the fairing class is recitifier, and the properties of the fairing class include:
RatedPower, the data type is double, and the rated power of the unit is represented;
the data type of the short circuit power is double, and the short circuit power represents the three-phase short circuit capacity of a primary side system;
Udothe data type is double, and the data type represents the no-load voltage;
U1the data type is double, and the data type represents the rated voltage of the network side;
U2the data type is double, and the rated voltage of the valve side is represented;
Xkthe data type is double, which represents the ride through impedance;
Xbthe data type is double, and represents half-penetration impedance;
VolAdjustRate, data type double, indicates the DC voltage regulation rate.
7. The method of claim 5, wherein the rectifier group end class is recitifierend, and the properties of the rectifier group end class include:
bACEnd, data type int, which indicates whether to exchange side;
bDCPositive, the data type is int, and whether the positive end of the direct current side exists is represented;
bdcenevive, data type int, indicates whether the dc side negative terminal is present.
8. The method of claim 2, wherein the determining is based on classes and/or attributes of the special elements of a CIM standard, further comprising:
and increasing the types and attributes of the inversion feedback devices based on the CIM standard.
9. The method of claim 8, wherein the inverse feedback class is energyfeedback system, and the attributes of the inverse feedback class include:
WorkWol, data type is double, and the working voltage is represented;
resistance, the data type is double, and the Resistance represents grid-connected equivalent Resistance;
reactance, the data type is double, represents the equivalent Reactance of being incorporated into the power networks;
overladcoef, the data type is double, and represents the overload coefficient;
capacity, data type double, indicates rated Capacity.
10. The method of claim 2, wherein the determining is based on classes and/or attributes of the special elements of a CIM standard, further comprising:
and increasing the class and the attribute of an inversion feedback device terminal based on the CIM standard.
11. The method of claim 10, wherein the inverse feedback device end class is energyfeedback system, and the attributes of the inverse feedback device end class include:
bACEnd, data type int, which indicates whether to exchange side;
bDCPositive, the data type is int, and whether the positive end of the direct current side exists is represented;
bdcenevive, data type int, indicates whether the dc side negative terminal is present.
12. The method of claim 2, wherein the determining is based on classes and/or attributes of the special elements of a CIM standard, further comprising:
and increasing the types and attributes of the energy storage devices based on the CIM standard.
13. The method of claim 12, wherein the energy storage device class is energystorage system, and the attributes of the energy storage device class comprise:
MaxWorkVol, data type is double, and the maximum working voltage is represented;
MinWorkVol, data type double, represents the minimum operating voltage;
ChargeVol, data type double, represents the charge starting voltage;
DisChargeVol, data type is double, and represents the discharge starting voltage;
MaxChargePower, data type is double, and represents the maximum charging power;
MaxDisChargePower, data type double, indicates maximum discharge power.
14. The method of claim 2, wherein the determining is based on classes and/or attributes of the special elements of a CIM standard, further comprising:
and expanding the expansion attribute of the direct current segment class different from the expansion attribute of the general power system based on the CIM standard.
15. The method of claim 14, wherein the dc segment class is dclinesegmenter, and the extension attribute of the dc segment class different from the universal power system comprises:
RatedA, data type double, representing rated current;
bUp, data type is int, which indicates whether to go upstream;
bRail, data type int, which indicates whether steel rail is present;
the data type of the RailLine represents the associated subway line;
StartST, data type is Substation, and represents the associated starting Substation;
EndST, data type is Substation, and represents the associated terminal Substation;
RailMatTSR, the data type is double, and the data type represents transition resistance of the steel rail in unit length to the drainage network;
MatEarth TsR, data type is double, and represents the transition resistance of the drainage network to the ground in unit length.
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