CN113688541B - Traction power supply simulation system and simulation method for energy storage type vehicle of urban rail transit - Google Patents

Traction power supply simulation system and simulation method for energy storage type vehicle of urban rail transit Download PDF

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CN113688541B
CN113688541B CN202111244339.2A CN202111244339A CN113688541B CN 113688541 B CN113688541 B CN 113688541B CN 202111244339 A CN202111244339 A CN 202111244339A CN 113688541 B CN113688541 B CN 113688541B
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vehicle
traction
charging
working condition
power
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CN113688541A (en
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王世峰
康克农
刘广欢
李力鹏
陈怀鑫
王立天
杨建兴
李熙光
于晓杰
张昊然
冯春林
庞渊
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China Railway Electrification Survey Design and Research Institute Co Ltd
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Abstract

The invention provides a traction power supply simulation method of an energy storage type vehicle of urban rail transit, which comprises the following steps: inputting model parameters; initializing a traction model and a power supply model; setting simulation time and interval; judging the running condition and the electrical state of each vehicle and the load condition of each charging device; determining the running condition and the electrical state of each vehicle and the load condition of each charging device; carrying out traction calculation and power supply calculation on each vehicle; carrying out load calculation on each charging device; skipping time nodes; judging whether the preset simulation time is reached: if yes, outputting a calculation result; if not, updating the operation parameters and continuing the simulation. The invention considers the vehicle running condition, the electrical state and the charging device load state at the same time, the calculation result comprises a charging device load current-time curve, a vehicle speed, a position, a residual stored energy-time curve and the like, and the traction power supply simulation of the urban rail transit energy storage type vehicle can be completely and effectively carried out.

Description

Traction power supply simulation system and simulation method for energy storage type vehicle of urban rail transit
Technical Field
The invention belongs to the technical field of urban rail transit simulation, and particularly relates to a traction power supply simulation system and a traction power supply simulation method for an energy storage type vehicle of urban rail transit.
Background
The urban rail transit traction power supply simulation mainly aims at a contact network (rail) system, namely, vehicles are connected with the contact network (rail) in most areas. In the power supply simulation model, the vehicle is taken as a power source which changes along with time. The simulation output mainly comprises parameters such as the network voltage of a contact network (rail), the potential of a steel rail, the load current of a charging device and the like.
The energy storage type vehicle for urban rail transit is generally charged at a station; during interval running, the energy storage device is used for providing energy, and the load current of the charging device and the residual stored energy of the vehicle are focused in simulation.
The energy storage type vehicle for urban rail transit generally runs on the ground, and the road right types are various. Compared with the common urban rail vehicle, the running time of the vehicle in the interval and the stop time of the vehicle at the station have larger uncertainty. The load current of the charging device also fluctuates with the vehicle operation and the charging time.
The influence of the fluctuation of the load current of the charging device on a power supply system and the influence of the residual stored energy of the vehicle on the running of the vehicle are not researched by the existing traction power supply simulation system.
Disclosure of Invention
The invention provides a traction power supply simulation system and a traction power supply simulation method of an urban rail transit energy storage type vehicle, aiming at the technical problems in the prior art, simultaneously considering the running condition, the electrical state and the load state of a charging device of the vehicle, and the calculation result comprises a load current-time curve of the charging device, a vehicle speed, a position-time curve and a residual energy-time curve of the energy storage device, so that the traction power supply simulation of the urban rail transit energy storage type vehicle can be completely and effectively carried out.
The technical scheme adopted by the invention is as follows: a traction power supply simulation method for an energy storage type vehicle of urban rail transit comprises the following steps:
step 1: inputting parameters of a traction model and a power supply model;
the parameters of the charging device of the power supply model comprise position, simultaneous charging number and maximum charging power;
the vehicle parameters of the traction model comprise vehicle weight, vehicle length, a basic resistance formula, rotational inertia, a traction force-speed curve, an electric braking force-speed curve, a mechanical braking force-speed curve, a traction current-speed curve, a regeneration current-speed curve, a traction efficiency-speed curve, an electric braking efficiency-speed curve, auxiliary power, a charging power-grid voltage curve, an energy storage device control variable, a stored energy calculation formula, charging efficiency and discharging efficiency;
the line parameters of the traction model comprise a station, a slope, a curve, a crossing and a speed limit;
the driving parameters of the traction model comprise departure time, stop time and crossing waiting time;
the operation parameters of the traction model comprise operation conditions, speed, position, traction power and residual stored energy;
step 2: initializing a traction model;
and step 3: initializing a power supply model;
and 4, step 4: setting simulation time and simulation time interval;
and 5: judging the operation condition of each vehicle according to the speed, the position and the residual stored energy of the operation parameters;
step 6: judging the electrical state of each vehicle according to the position of the operating parameter and the residual stored energy;
and 7: judging the load requirements of each charging device according to the positions of the operating parameters and the residual stored energy;
and 8: determining the load state of each charging device of the system, the electrical state and the operation condition of the vehicle according to the operation condition, the electrical state and the load requirement of the charging device of the vehicle;
and step 9: carrying out traction calculation and power supply calculation on each vehicle to obtain the speed, the position and the residual stored energy of the vehicle in the next step;
step 10: carrying out load calculation on each charging device;
step 11: skipping time nodes;
step 12: judging whether the preset simulation time is reached: if yes, outputting a calculation result; if not, updating the operation parameters and returning to the step 5.
Further, in step 5, the operating condition of the vehicle is divided into two types, namely station parking and interval operation, the operating condition of the vehicle is divided into a charging operating condition and a non-charging operating condition when the station parks, and the operating condition of the vehicle is divided into: traction condition, cruise condition, coasting condition, parking condition and braking condition.
Further, the working condition judgment step of the vehicle in the interval running comprises the following steps:
s1: setting a vehicle to be in a traction working condition;
s2: judging whether the vehicle reaches a set running speed: if yes, go directly to step S3; if not, directly jumping to the step S4;
s3: judging the resistance and the maximum traction of the vehicle: if the resistance is less than or equal to the maximum traction force, setting the vehicle to be in a cruising working condition, and jumping to the step S4; if the resistance is greater than the maximum traction force, directly jumping to step S4;
s4: judging whether the vehicle needs to be coasting: if yes, setting the vehicle to be in the idle running working condition, and skipping to the step S5; if not, directly jumping to the step S5;
s5: judging whether the vehicle should be parked: if so, setting the vehicle to be in a parking condition, and skipping to the step S6; if not, directly jumping to the step S6;
s6: checking whether the vehicle should brake: if yes, setting the vehicle as a braking working condition and outputting the working condition; if not, directly outputting the working condition.
Furthermore, when the vehicle is in different working conditions of interval running,
the mechanical properties were as follows:
under the traction working condition:
Figure 197330DEST_PATH_IMAGE001
；
parking workerIn the case of:
Figure 917024DEST_PATH_IMAGE002
；
and under the cruising working condition:
Figure 535438DEST_PATH_IMAGE002
；
under the idle working condition:
Figure 543845DEST_PATH_IMAGE003
；
in the braking working condition:
Figure 908836DEST_PATH_IMAGE004
；
Figure 748616DEST_PATH_IMAGE005
which represents the unit total force of the vehicle,
Figure 481473DEST_PATH_IMAGE006
which represents the pulling force,
Figure 101811DEST_PATH_IMAGE007
the resistance of the vehicle is represented by,
Figure 880280DEST_PATH_IMAGE008
representing the vehicle mass;
Figure 636883DEST_PATH_IMAGE009
which represents the electric braking force,
Figure 554023DEST_PATH_IMAGE010
represents a mechanical braking force;
Figure 541219DEST_PATH_IMAGE011
is a gravity coefficient;
residual stored energy variation of a vehicle
Figure 811795DEST_PATH_IMAGE012
As follows：
When the vehicle is stopped:
Figure 68DEST_PATH_IMAGE013
；
under the traction working condition:
Figure 884848DEST_PATH_IMAGE014
；
and under the cruising working condition:
Figure 341761DEST_PATH_IMAGE015
(ii) a Or
Figure 540661DEST_PATH_IMAGE016
；
Under the idle working condition:
Figure 84906DEST_PATH_IMAGE017
；
in the braking working condition:
Figure 514488DEST_PATH_IMAGE018
or
Figure 452839DEST_PATH_IMAGE019
；
Figure 252167DEST_PATH_IMAGE020
The indication of the auxiliary power is that,
Figure 588602DEST_PATH_IMAGE021
it is an indication of the tractive power,
Figure 454665DEST_PATH_IMAGE022
the electric braking power is represented by the electric braking power,
Figure 696290DEST_PATH_IMAGE023
it is shown that the efficiency of the discharge,
Figure 784463DEST_PATH_IMAGE024
it is shown that the efficiency of the charging is,
Figure 427934DEST_PATH_IMAGE025
indicating the efficiency of the conversion of mechanical energy to electrical energy,
Figure 202248DEST_PATH_IMAGE026
representing a vehicle operating speed;
Figure 806536DEST_PATH_IMAGE027
representing a simulation time interval.
Further, when the vehicle is parked at a station or charging device area:
charging process, energy change of energy storage device
Figure 259252DEST_PATH_IMAGE028
The calculation formula of (2):
Figure 570279DEST_PATH_IMAGE029
Figure 775214DEST_PATH_IMAGE030
which is indicative of the charging current(s),
Figure 538902DEST_PATH_IMAGE031
representing the voltage of the energy storage device;
non-charging process, energy change of energy storage device
Figure 857625DEST_PATH_IMAGE032
The calculation formula of (2):
Figure 23159DEST_PATH_IMAGE033
。
further, in step 8, determining the load state of each charging device of the system, the electrical state and the operating condition of the vehicle according to the operating condition and the electrical state of the vehicle, the charging number of the charging devices at the same time and the maximum charging power, wherein the determining method comprises logic control and power control;
the logic control is to set the vehicle charging sequence: setting as "first come first charge", "lower priority charge of the remaining stored energy" or "cyclic charge";
the power control is to set the charging power: the load of the charging device is less than or equal to the maximum charging power.
The technical scheme adopted by the invention is as follows: the simulation system constructed by the traction power supply simulation method of the urban rail transit energy storage type vehicle comprises a power supply model and a traction model, wherein the interfaces of the power supply model and the traction model are the vehicle charging characteristics,
the parameters of the charging device of the power supply model comprise position, simultaneous charging number and maximum charging power,
the traction model comprises vehicle, line, driving and operation parameters; the vehicle parameters of the traction model comprise vehicle weight, vehicle length, a basic resistance formula, rotational inertia, a traction force-speed curve, an electric braking force-speed curve, a mechanical braking force-speed curve, a traction current-speed curve, a regeneration current-speed curve, a traction efficiency-speed curve, an electric braking efficiency-speed curve, auxiliary power, a charging power-grid voltage curve, an energy storage device control variable, a stored energy calculation formula, charging efficiency and discharging efficiency;
the line parameters comprise stations, slopes, curves, road junctions and speed limits;
the driving parameters comprise departure time, stop time and crossing waiting time;
the operating parameters include operating conditions, speed, position, tractive power, and remaining stored energy.
Further, the charging device comprises a converter, a feeder cable, a charging pole, a steel rail and a return cable; the converter is equivalent to a controllable current source, and the feeder cable, the charging pole, the steel rail and the return cable are equivalent to resistors with different resistance values.
Compared with the prior art, the invention has the beneficial effects that: the invention considers the running condition of the vehicle and the load state of the charging device at the same time, the calculation result comprises a load current-time curve of the charging device, a vehicle speed, a position-time curve and a residual stored energy-time curve thereof, the traction power supply simulation of the urban rail transit energy storage type vehicle can be completely and effectively carried out, and the traction power supply simulation of the urban rail transit energy storage type vehicle can be completely and effectively carried out.
Drawings
FIG. 1 is a schematic structural diagram of a simulation system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a traction power supply simulation process according to an embodiment of the present invention;
FIG. 3 is a flowchart illustrating a vehicle operation condition determination process according to an embodiment of the present invention;
FIG. 4 illustrates vehicle operation according to an embodiment of the present invention: mileage, remaining available energy versus time.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
The embodiment of the invention provides a traction power supply simulation system of an energy storage type vehicle for urban rail transit, which comprises a power supply model and a traction model, wherein interfaces of the power supply model and the traction model are vehicle charging characteristics, as shown in fig. 1.
The power supply model is a charging device which comprises a converter, a feeder cable, a charging pole, a steel rail and a return cable. A current transformer: controlling the output current; feeder cables: connecting the positive pole of the converter and a charging pole; a charging pole: connecting a vehicle pantograph (current collector) and a feeder cable; steel rail: connecting the vehicle wheel and the return cable; a return cable: and connecting the steel rail with the negative electrode of the converter. In the power supply model, the converter is equivalent to a controllable current source, and the feeder cable, the charging pole, the steel rail and the return cable are equivalent to resistors with different resistance values.
The charging device control includes two aspects of logic control and power control.
The logic control is to set a vehicle charging sequence. If one set of charging device can only charge one vehicle, namely, a plurality of vehicles need to be charged under the charging rod connected with the charging device, at most one vehicle can be inCharging state, the remaining vehicles need to wait for charging. If one set of charging device can only supply
Figure 28024DEST_PATH_IMAGE034
The trolley is charged, i.e. under the charging rod connected with the charging device, there is
Figure 842789DEST_PATH_IMAGE035
The trolley needs to be charged, at most
Figure 76456DEST_PATH_IMAGE034
The vehicle may be in a charging state and the remaining vehicles may wait for charging. The invention provides 3 logic control modes: 1) first-come first-charge, 2) charging the vehicle with the lowest energy, and 3) cycle charging. Assuming that the charging device can only charge 1 vehicle, when two vehicles enter the platform at 0:10 and 0:15 respectively, the residual electric quantity of the two vehicles is 20 kW.h and 15 kW.h respectively, if the charging logic of 'first come first charge' is adopted, the vehicle 1 should be charged until the vehicle 1 leaves, and then the vehicle 2 is charged; if the charging logic of charging the vehicle with the lowest energy is adopted, the vehicle 1 is charged firstly, and when the train 2 enters the station, the charging device is switched to charge the vehicle 2; if cyclic charging is used, vehicle 1 is charged for 10 seconds first, then vehicle 2 is charged for 10 seconds … … until vehicle 1 leaves. The selection of the charging logic is determined according to the control strategy of the charging device.
Power control is the charging device's limit on charging power. The charging device does not have overload capability, and the load of the charging device is less than or equal to the maximum charging power at any time.
For a super capacitor energy storage device, the control variable is voltage
Figure 611342DEST_PATH_IMAGE036
The device stores energy is
Figure 911743DEST_PATH_IMAGE037
The calculation formula is:
Figure 899290DEST_PATH_IMAGE038
；
wherein
Figure 494570DEST_PATH_IMAGE039
Representing the capacitance value of the energy storage device.
The invention establishes a universal charging characteristic formula which comprises a charging current of the energy storage device, an energy storage device control variable and a stored energy calculation formula.
In the case of a super-capacitor energy storage device,
Figure 369116DEST_PATH_IMAGE040
the charging current at the moment is
Figure 715784DEST_PATH_IMAGE041
The controlled variable being voltage
Figure 315261DEST_PATH_IMAGE042
，
Figure 405577DEST_PATH_IMAGE043
Represents the lowest voltage of the energy storage device,
Figure 777040DEST_PATH_IMAGE044
representing the highest voltage of the energy storage device.
If the charging is constant current charging, the charging characteristic formula can be written as:
Figure 966713DEST_PATH_IMAGE045
wherein
Figure 240437DEST_PATH_IMAGE046
The charging current in constant current charging.
If the charging is constant power charging, the charging characteristic formula can be written as:
Figure 681914DEST_PATH_IMAGE047
wherein
Figure 45899DEST_PATH_IMAGE048
Charging power when charging for constant power.
The energy storage device parameters include: the method comprises the steps of controlling variables of the energy storage device, storing energy of the energy storage device and calculating a formula.
For a super capacitor energy storage device, the control variable is voltage
Figure 738566DEST_PATH_IMAGE049
The capacitance of the energy storage device is
Figure 63368DEST_PATH_IMAGE050
Storing energy
Figure 433169DEST_PATH_IMAGE051
The calculation method is as follows:
Figure 573032DEST_PATH_IMAGE052
；
when the battery is charged,
Figure 370087DEST_PATH_IMAGE053
the charging current at the moment is
Figure 293437DEST_PATH_IMAGE054
The auxiliary power consumption of the vehicle is
Figure 342296DEST_PATH_IMAGE055
The control variable calculation formula of the vehicle energy storage device is as follows:
Figure 415294DEST_PATH_IMAGE056
；
Figure 632517DEST_PATH_IMAGE057
representing time.
Vehicle with a steering wheel
Figure 728649DEST_PATH_IMAGE058
Is charged with a current of
Figure 748908DEST_PATH_IMAGE059
The net pressure is
Figure 551779DEST_PATH_IMAGE060
Then charging power
Figure 64538DEST_PATH_IMAGE061
Comprises the following steps:
Figure 837846DEST_PATH_IMAGE062
if a set of charging devices is
Figure 25245DEST_PATH_IMAGE063
When the trolley is charged, the set of charging device is powered
Figure 10519DEST_PATH_IMAGE064
The calculation formula is as follows:
Figure 694179DEST_PATH_IMAGE065
Figure 764903DEST_PATH_IMAGE066
representing the maximum power of the charging device.
The charging characteristic may be in a constant power mode, or a constant current mode. The model described in this patent includes different modes of charging characteristics.
The traction model comprises a vehicle, a line, a traveling crane and an operation.
The vehicle parameters comprise vehicle weight, vehicle length, a basic resistance formula, rotational inertia, a traction force-speed curve, an electric braking force-speed curve, a mechanical braking force-speed curve, a traction current-speed curve, a regeneration current-speed curve, a traction efficiency-speed curve, an electric braking efficiency-speed curve, auxiliary power, a charging power-grid voltage curve, an energy storage device control variable, a stored energy calculation formula, charging efficiency and discharging efficiency;
the line parameters comprise stations, slopes, curves, road junctions and speed limits;
the driving parameters comprise departure time, stop time and crossing passing time;
the operating parameters include operating conditions, speed, position, tractive power, and remaining stored energy.
The model simulation includes two parts: the power supply simulation system comprises a traction simulation part and a power supply simulation part.
Traction simulation: and carrying out traction calculation according to vehicle, line, driving and running parameters and the like, wherein the calculation result comprises a speed curve, a position-time curve and a residual stored energy-time curve.
Power supply simulation: according to the vehicle and the running parameters, the vehicle traction power (electric braking power) and the residual stored energy are calculated, and the charging device load is calculated according to the vehicle charging characteristics.
Compared with other types of vehicles, the energy storage type vehicle is fundamentally different in that: the energy source of the vehicle does not originate directly from the overhead line system (rail), but from its own energy storage device. The operating state of the vehicle may be affected by the remaining stored energy.
In the energy storage type vehicle operation interval, the energy storage type vehicle may intersect with urban road traffic and does not necessarily have independent road right. The influence of the road right, the vehicle operation has more uncertainty: 1) the interval running time is not controllable, and 2) the number of times of starting and stopping the interval running is increased. The uncertainty of the interval operation time causes the uncertainty of the time when the vehicle arrives at the charging device. The traction power supply simulation system established by the invention can respectively define the departure time of each vehicle and the passing time of the road junction.
The running condition of the vehicle is related to the line information and the interval position of the vehicle.
When the vehicle is parked at a station or charging device area:
charging process, energy change of energy storage device
Figure 2331DEST_PATH_IMAGE067
The calculation formula of (2):
Figure 904427DEST_PATH_IMAGE068
Figure 260454DEST_PATH_IMAGE069
which is indicative of the charging current(s),
Figure 864479DEST_PATH_IMAGE070
representing the voltage of the energy storage device;
non-charging process, energy change of energy storage device
Figure 783894DEST_PATH_IMAGE067
The calculation formula of (2):
Figure 291229DEST_PATH_IMAGE071
。
when the vehicle runs in the interval, the stored energy change of the vehicle is related to the running condition.
The vehicle has five operating conditions during the interval: traction condition, cruise condition, coasting condition, parking condition and braking condition.
As shown in fig. 3, the vehicle operation condition determining steps are as follows:
s1: setting a vehicle to be in a traction working condition;
s2: judging whether the vehicle reaches a set running speed: if yes, go directly to step S3; if not, directly jumping to the step S4;
s3: judging the resistance and the maximum traction of the vehicle: if the resistance is less than or equal to the maximum traction force, setting the vehicle to be in a cruising working condition, and jumping to the step S4; if the resistance is greater than the maximum traction force, directly jumping to step S4;
s4: judging whether the vehicle needs to be coasting: if yes, setting the vehicle to be in the idle running working condition, and skipping to the step S5; if not, directly jumping to the step S5;
s5: judging whether the vehicle should be parked: if so, setting the vehicle to be in a parking condition, and skipping to the step S6; if not, directly jumping to the step S6;
s6: checking whether the vehicle should brake: if yes, setting the vehicle as a braking working condition and outputting the working condition; if not, directly outputting the working condition.
Under the condition of non-independent road right, the passing permission of signal output controls the parking interval and influences the brake detection calculation.
When the vehicle is in different working conditions of interval running, the mechanical characteristics are as follows:
the mechanical properties were as follows:
under the traction working condition:
Figure 319622DEST_PATH_IMAGE001
；
when the vehicle is stopped:
Figure 427255DEST_PATH_IMAGE002
；
and under the cruising working condition:
Figure 884781DEST_PATH_IMAGE002
；
under the idle working condition:
Figure 679912DEST_PATH_IMAGE003
；
in the braking working condition:
Figure 767954DEST_PATH_IMAGE004
；
Figure 471205DEST_PATH_IMAGE005
which represents the unit total force of the vehicle,
Figure 545472DEST_PATH_IMAGE006
which represents the pulling force,
Figure 200968DEST_PATH_IMAGE007
the resistance of the vehicle is represented by,
Figure 646862DEST_PATH_IMAGE008
representing the vehicle mass;
Figure 401192DEST_PATH_IMAGE009
which represents the electric braking force,
Figure 200520DEST_PATH_IMAGE010
represents a mechanical braking force;
Figure 743864DEST_PATH_IMAGE011
is a gravity coefficient;
residual stored energy variation of a vehicle
Figure 236025DEST_PATH_IMAGE012
The following were used:
when the vehicle is stopped:
Figure 523656DEST_PATH_IMAGE013
；
under the traction working condition:
Figure 939725DEST_PATH_IMAGE014
；
and under the cruising working condition:
Figure 645513DEST_PATH_IMAGE072
(ii) a Or
Figure 357510DEST_PATH_IMAGE016
；
Under the idle working condition:
Figure 961798DEST_PATH_IMAGE017
；
in the braking working condition:
Figure 352197DEST_PATH_IMAGE018
or
Figure 787857DEST_PATH_IMAGE019
；
Figure 293925DEST_PATH_IMAGE020
The indication of the auxiliary power is that,
Figure 881115DEST_PATH_IMAGE073
it is an indication of the tractive power,
Figure 638986DEST_PATH_IMAGE022
the electric braking power is represented by the electric braking power,
Figure 303055DEST_PATH_IMAGE023
it is shown that the efficiency of the discharge,
Figure 497800DEST_PATH_IMAGE024
it is shown that the efficiency of the charging is,
Figure 811101DEST_PATH_IMAGE025
indicating the efficiency of the conversion of mechanical energy to electrical energy,
Figure 294035DEST_PATH_IMAGE074
representing a vehicle operating speed;
Figure 78189DEST_PATH_IMAGE075
representing a simulation time interval.
When the vehicle is in traction, the electric power is positive, and the energy of the energy storage device is reduced; during electric braking, the electric power can be positive or negative, and the stored energy of the energy storage device can be increased or reduced; when the vehicle is coasting or stopped, the auxiliary power is positive, so that the energy of the energy storage device is reduced.
The traction power and the auxiliary power which can be used by the vehicle are determined by a vehicle control system, the energy storage device has limits on the traction and the auxiliary power of the vehicle,
Figure 988376DEST_PATH_IMAGE076
indicating a power limit threshold。
When the remaining stored energy of the vehicle is lower than
Figure 788973DEST_PATH_IMAGE077
Time, maximum traction power
Figure 321936DEST_PATH_IMAGE078
The traction power that the vehicle can exert is limited.
Figure 711329DEST_PATH_IMAGE079
Representing stored energy
Figure 182630DEST_PATH_IMAGE080
The limiting factor of the traction power.
Figure 657474DEST_PATH_IMAGE081
Representing stored energy
Figure 295260DEST_PATH_IMAGE080
Maximum tractive power.
Figure 791357DEST_PATH_IMAGE082
When the remaining stored energy of the vehicle is lower than
Figure 121975DEST_PATH_IMAGE083
Time, maximum traction power
Figure 395699DEST_PATH_IMAGE084
I.e. the vehicle cannot be towed.
Figure 24127DEST_PATH_IMAGE085
When the remaining stored energy of the vehicle is lower than
Figure 244237DEST_PATH_IMAGE086
Auxiliary of vehiclesAnd the auxiliary equipment limits the operation.
Figure 932707DEST_PATH_IMAGE087
Which is indicative of the maximum auxiliary power,
Figure 132875DEST_PATH_IMAGE088
representing stored energy
Figure 610999DEST_PATH_IMAGE089
The maximum auxiliary power in time of the vehicle,
Figure 829491DEST_PATH_IMAGE090
representing stored energy
Figure 878743DEST_PATH_IMAGE089
The auxiliary power reduction factor.
Figure 487578DEST_PATH_IMAGE091
The energy storage device of the invention has universal applicability to the arrangement of traction power and auxiliary power limits for stored energy variations.
At each instant, the remaining stored energy of the vehicle is calculated
Figure 536437DEST_PATH_IMAGE092
. According to vehicle at next moment
Figure 921020DEST_PATH_IMAGE089
For calculating the vehicle
Figure 96434DEST_PATH_IMAGE093
. The requirements in the operation of the train section are as follows:
Figure 254883DEST_PATH_IMAGE094
Figure 576274DEST_PATH_IMAGE095
when the traction power and the auxiliary power required by the vehicle are larger than the limit of the energy storage device for storing energy, the vehicle cannot operate according to an established mode and only can reduce the traction power and even operate in a coasting mode.
In the traction simulation, will
Figure 80943DEST_PATH_IMAGE096
Referred to as the residual available energy.
In simulation, when the traction power of a vehicle is reduced due to energy limitation of an energy storage device, a simulator needs to check whether the setting of the charging device and the capacity of the energy storage device meet requirements.
The embodiment of the invention also provides a traction power supply simulation method of the energy storage type vehicle for the urban rail transit, which comprises the following steps as shown in fig. 2:
step 1: inputting parameters of a traction model and a power supply model;
step 2: initializing a traction model;
and step 3: initializing a power supply model;
and 4, step 4: setting simulation time and simulation time interval; the simulation time interval is preferably 0.1 second;
and 5: judging the operation condition of each vehicle according to the speed, the position and the residual stored energy of the operation parameters;
step 6: judging the electrical state of each vehicle according to the position of the operating parameter and the residual stored energy;
and 7: judging the load requirements of each charging device according to the positions of the operating parameters and the residual stored energy;
and 8: determining the load state of each charging device of the system, the electrical state and the operation condition of the vehicle according to the operation condition, the electrical state and the load requirement of the charging device of the vehicle;
and step 9: carrying out traction calculation and power supply calculation on each vehicle to obtain the speed, the position and the residual stored energy of the vehicle in the next step;
step 10: carrying out load calculation on each charging device;
step 11: skipping time nodes;
step 12: judging whether the preset simulation time is reached: if yes, outputting a calculation result; if not, updating the operation parameters and returning to the step 5.
And (3) simulation calculation output results:
and (3) vehicle operation results: charge time, speed, position-time curve, remaining stored energy-time curve. The data are used for judging whether the vehicle operation meets the driving requirement or not. The dummy can judge whether the capacity of the vehicle energy storage device meets the requirement or not.
Charging device load: load current-time curve. The data is used for counting parameters such as effective current values and instantaneous values of the charging devices. Accordingly, whether the capacity and the quantity of the charging device are set reasonably is judged.
The simulation method is utilized to carry out simulation, and the vehicle runs: the mileage, remaining available energy versus time diagram is shown in FIG. 4, where the initial remaining available energy of the vehicle energy storage device is 40kW.hPassing 8 station charging and 8 intervals (14)km) Run, last remaining 16.9kW.h. The invention can completely and effectively simulate the traction power supply of the energy storage type vehicle of the urban rail transit.
The present invention has been described in detail with reference to the embodiments, but the description is only illustrative of the present invention and should not be construed as limiting the scope of the present invention. The scope of the invention is defined by the claims. The technical solutions of the present invention or those skilled in the art, based on the teaching of the technical solutions of the present invention, should be considered to be within the scope of the present invention, and all equivalent changes and modifications made within the scope of the present invention or equivalent technical solutions designed to achieve the above technical effects are also within the scope of the present invention.

Claims (3)

1. A traction power supply simulation method for an energy storage type vehicle of urban rail transit is characterized by comprising the following steps: the method comprises the following steps:
step 1: inputting parameters of a traction model and a power supply model;
the parameters of the charging device of the power supply model comprise position, simultaneous charging number and maximum charging power;
the vehicle parameters of the traction model comprise vehicle weight, vehicle length, a basic resistance formula, rotational inertia, a traction force-speed curve, an electric braking force-speed curve, a mechanical braking force-speed curve, a traction current-speed curve, a regeneration current-speed curve, a traction efficiency-speed curve, an electric braking efficiency-speed curve, auxiliary power, a charging power-grid voltage curve, an energy storage device control variable, a stored energy calculation formula, charging efficiency and discharging efficiency;
the line parameters of the traction model comprise a station, a slope, a curve, a crossing and a speed limit;
the driving parameters of the traction model comprise departure time, stop time and crossing waiting time;
the operation parameters of the traction model comprise operation conditions, speed, position, traction power and residual stored energy;
step 2: initializing a traction model;
and step 3: initializing a power supply model;
and 4, step 4: setting simulation time and simulation time interval;
and 5: judging the operation condition of each vehicle according to the speed, the position and the residual stored energy of the operation parameters;
in the step 5, the operation working condition of the vehicle is divided into station parking and interval operation, the working condition of the vehicle is divided into charging working condition and non-charging working condition when the station parks, and the working condition of the vehicle is divided into: traction working condition, cruise working condition, coasting working condition, parking working condition and braking working condition;
the method comprises the following steps of:
s1: setting a vehicle to be in a traction working condition;
s2: judging whether the vehicle reaches a set running speed: if yes, go directly to step S3; if not, directly jumping to the step S4;
s3: judging the resistance and the maximum traction of the vehicle: if the resistance is less than or equal to the maximum traction force, setting the vehicle to be in a cruising working condition, and jumping to the step S4; if the resistance is greater than the maximum traction force, directly jumping to step S4;
s4: judging whether the vehicle needs to be coasting: if yes, setting the vehicle to be in the idle running working condition, and skipping to the step S5; if not, directly jumping to the step S5;
s5: judging whether the vehicle should be parked: if so, setting the vehicle to be in a parking condition, and skipping to the step S6; if not, directly jumping to the step S6;
s6: checking whether the vehicle should brake: if yes, setting the vehicle as a braking working condition and outputting the working condition; if not, directly outputting the working condition;
when the vehicle is in different working conditions of interval operation,
the mechanical properties were as follows:
under the traction working condition:
Figure 851323DEST_PATH_IMAGE001
when the vehicle is stopped:
Figure 715374DEST_PATH_IMAGE002
and under the cruising working condition:
Figure 372489DEST_PATH_IMAGE002
under the idle working condition:
Figure 991690DEST_PATH_IMAGE003
in the braking working condition:
Figure 993144DEST_PATH_IMAGE004
Figure 5093DEST_PATH_IMAGE005
which represents the unit total force of the vehicle,
Figure 267447DEST_PATH_IMAGE006
which represents the pulling force,
Figure 729653DEST_PATH_IMAGE007
the resistance of the vehicle is represented by,
Figure 326725DEST_PATH_IMAGE008
representing the vehicle mass;
Figure 532578DEST_PATH_IMAGE009
which represents the electric braking force,
Figure DEST_PATH_IMAGE010
represents a mechanical braking force;
Figure 196909DEST_PATH_IMAGE011
is a gravity coefficient;
residual stored energy variation of a vehicle
Figure 95595DEST_PATH_IMAGE012
The following were used:
when the vehicle is stopped:
Figure 930696DEST_PATH_IMAGE013
under the traction working condition:
Figure 674661DEST_PATH_IMAGE014
and under the cruising working condition:
Figure 160875DEST_PATH_IMAGE015
under the idle working condition:
Figure 964882DEST_PATH_IMAGE016
in the braking working condition:
Figure 287279DEST_PATH_IMAGE017
Figure DEST_PATH_IMAGE018
the indication of the auxiliary power is that,
Figure 179143DEST_PATH_IMAGE019
it is an indication of the tractive power,
Figure DEST_PATH_IMAGE020
the electric braking power is represented by the electric braking power,
Figure 739438DEST_PATH_IMAGE021
it is shown that the efficiency of the discharge,
Figure DEST_PATH_IMAGE022
it is shown that the efficiency of the charging is,
Figure 822669DEST_PATH_IMAGE023
indicating the efficiency of the conversion of mechanical energy to electrical energy,
Figure DEST_PATH_IMAGE024
representing a vehicle operating speed;
Figure 835624DEST_PATH_IMAGE025
representing a simulation time interval;
when the vehicle is parked at a station or charging device area:
charging process, energy change of energy storage device
Figure 452550DEST_PATH_IMAGE026
The calculation formula of (2):
Figure 149242DEST_PATH_IMAGE027
Figure DEST_PATH_IMAGE028
which is indicative of the charging current(s),
Figure 357370DEST_PATH_IMAGE029
is indicative of the voltage of the energy storage device,
Figure DEST_PATH_IMAGE030
the indication of the auxiliary power is that,
non-charging process, energy change of energy storage device
Figure 965943DEST_PATH_IMAGE026
The calculation formula of (2):
Figure 855402DEST_PATH_IMAGE031
step 6: judging the electrical state of each vehicle according to the position of the operating parameter and the residual stored energy;
and 7: judging the load requirements of each charging device according to the positions of the operating parameters and the residual stored energy;
and 8: determining the load state of each charging device of the system, the electrical state and the operation condition of the vehicle according to the operation condition, the electrical state and the load requirement of the charging device of the vehicle;
in step 8, determining the load state of each charging device of the system, the electrical state and the operation condition of the vehicle according to the operation condition, the electrical state, the charging number of the charging devices at the same time and the maximum charging power of the vehicle, wherein the determination method comprises logic control and power control;
the logic control is to set a vehicle charging sequence; the logic control is set to "first come first charge", "lower priority charge of the remaining stored energy", or "cyclic charge";
the power control is to set the charging power: the load of the charging device is less than or equal to the maximum charging power;
and step 9: carrying out traction calculation and power supply calculation on each vehicle to obtain the speed, the position and the residual stored energy of the vehicle in the next step;
step 10: carrying out load calculation on each charging device;
step 11: skipping time nodes;
step 12: judging whether the preset simulation time is reached: if yes, outputting a calculation result; if not, updating the operation parameters and returning to the step 5.
2. A simulation system constructed by the traction power supply simulation method of the urban rail transit energy storage type vehicle according to claim 1, is characterized in that: comprises a traction model and a power supply model, wherein the interfaces of the traction model and the power supply model are vehicle charging characteristics,
the parameters of the charging device of the power supply model comprise position, simultaneous charging number and maximum charging power,
the traction model comprises vehicle, line, driving and operation parameters; the vehicle parameters of the traction model comprise vehicle weight, vehicle length, a basic resistance formula, rotational inertia, a traction force-speed curve, an electric braking force-speed curve, a mechanical braking force-speed curve, a traction current-speed curve, a regeneration current-speed curve, a traction efficiency-speed curve, an electric braking efficiency-speed curve, auxiliary power, a charging power-grid voltage curve, an energy storage device control variable, a stored energy calculation formula, charging efficiency and discharging efficiency;
the line parameters comprise stations, slopes, curves, road junctions and speed limits;
the driving parameters comprise departure time, stop time and crossing waiting time;
the operating parameters include operating conditions, speed, position, tractive power, and remaining stored energy.
3. The simulation system of claim 2, wherein: the charging device comprises a converter, a feeder cable, a charging pole, a steel rail and a return cable; the converter is equivalent to a controllable current source, and the feeder cable, the charging pole, the steel rail and the return cable are equivalent to resistors with different resistance values.
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