CN114148176A - Method and device for determining voltage stabilization target value - Google Patents
Method and device for determining voltage stabilization target value Download PDFInfo
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- CN114148176A CN114148176A CN202010929510.2A CN202010929510A CN114148176A CN 114148176 A CN114148176 A CN 114148176A CN 202010929510 A CN202010929510 A CN 202010929510A CN 114148176 A CN114148176 A CN 114148176A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
- B60M3/02—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power with means for maintaining voltage within a predetermined range
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Abstract
The invention provides a method and a device for determining a voltage stabilization target value, which are used for determining the voltage stabilization target value of energy feedback of each traction substation on a train power supply network, wherein the method specifically comprises the following steps: respectively acquiring feeder line current and bus voltage of each traction substation; judging whether a braking train braking at present exists or not based on the acquired feeder line current of each traction substation; determining voltage stabilization target values of traction substations applied to two ends of a power supply interval where each train of brake trains is located in response to the existence of the brake trains so as to minimize line loss of a train power supply network; wherein the regulated voltage target value applied to each traction substation is associated with the acquired feeder current and bus voltage of that traction substation. According to the method and the device for determining the voltage stabilization target value, provided by the invention, the voltage stabilization target value is dynamically determined under the condition that train end parameters are not required, the manual debugging cost is reduced, and the line loss minimization can be realized.
Description
Technical Field
The invention relates to the field of train automation, in particular to a dynamic determination method for an energy feedback voltage stabilization target value based on minimum line loss of a train power supply network.
Background
Among a plurality of public transportation modes, urban rail transit can effectively relieve urban environmental pollution and traffic jam due to outstanding green environmental protection performance and strong transportation capacity, and is developed rapidly in recent years and becomes a city power consumer. The rail transit industry needs to increase the energy-saving and emission-reducing force and reduce the energy consumption level.
The existing method improves the recycling efficiency of regenerative braking energy in a train workshop by optimizing an operation diagram and maximally matching the operation moments of adjacent traction trains and braking trains, but the energy-saving effect is limited by factors such as a punctuality rate and driver operation difference. The urban rail regenerative braking energy feedback (energy feedback) device can recover train braking energy and feed the train braking energy back to the traction power grid, and compared with a regenerative braking resistor, the urban rail regenerative braking energy feedback (energy feedback) device improves the utilization rate of regenerative braking energy and effectively reduces the total power consumption of a rail transit traction system. By monitoring the voltage of the direct-current traction power grid, when the traction power grid voltage exceeds a starting value due to train braking, the energy feedback device feeds braking energy back to the alternating-current traction power grid, so that the voltage of the direct-current traction power grid is stabilized, the voltage of a train is limited not to exceed a limit value, and the safety of the train is ensured. The voltage starting value mentioned above is usually obtained by adding a fixed deviation amount to the regulated voltage target value. However, due to the difference of parameters of different subway line traction power grids, rails and transformer substation devices, the existing energy-fed voltage stabilization target value needs a large amount of on-site manual debugging and setting work, and the manual debugging cost is high. On the other hand, the energy-fed stabilized voltage target value directly influences the release of train braking energy and the loss of a network. However, the certain voltage value is often set by manual experience, the train voltage is out of limit due to an excessively high starting threshold, and the braking energy is not fully utilized due to an excessively low voltage threshold.
Therefore, an adaptive algorithm capable of feeding the voltage threshold is developed, the adaptive algorithm can be dynamically adjusted in real time according to the actual network condition, and the method has important significance for improving the energy utilization rate of the rail transit traction power system and saving the field debugging labor cost.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
In order to solve the problems that in the prior art, the voltage starting value of the energy feedback device is a fixed value preset manually, a large amount of manpower debugging cost is needed, and the fixation of the voltage starting value causes the more obvious train voltage or the insufficient utilization of braking energy, the invention provides a method for determining a voltage stabilizing target value, which is used for determining the voltage stabilizing target value of energy feedback of each traction substation on a train power supply network, and the method specifically comprises the following steps:
respectively acquiring feeder line current and bus voltage of each traction substation;
judging whether a braking train braking at present exists or not based on the acquired feeder line current of each traction substation; and
in response to the existence of the braking trains, determining voltage stabilization target values of traction substations applied to two ends of a power supply interval where each train of braking trains is located so as to minimize line loss of the train power supply network; wherein
The regulated voltage target value applied to each traction substation is associated with the acquired feeder current and bus voltage of that traction substation.
In an embodiment of the above determining method, optionally, the determining whether there is a braking train braking further includes:
judging whether the current directions of the feeder line currents of two adjacent traction substations forming the same power supply line are both negative directions flowing into the bus; and
and judging that a braking train exists in the power supply area between the two adjacent traction substations in response to that the current directions of the feeder line currents forming the same power supply line are all negative directions.
In an embodiment of the foregoing determining method, optionally, the determining method further includes:
responding to the existence of the brake train, and for each train of brake trains, determining line voltage stabilization values of traction substations simultaneously applied to two ends of a power supply interval where the brake train is located, wherein the line voltage stabilization values enable the line loss of a power supply line where the brake train is located to be minimum, and the line voltage stabilization values are determined based on the feeder line current and the bus voltage of the power supply line where the brake train is located of the traction substations at two ends of the power supply interval where the brake train is located;
determining the regulated voltage target value of each traction substation further comprises:
and determining a voltage stabilization target value based on the line voltage stabilization value applied to the traction substation.
In an embodiment of the foregoing determining method, optionally, for each traction substation, determining the regulated voltage target value based on the line regulated voltage value applied to the traction substation further includes:
judging the number of braking trains in two power supply intervals with the traction substation as one end; and
and determining the voltage stabilization target value as a line voltage stabilization value determined based on the brake train in response to the fact that only one row of brake trains exists in the two power supply sections with the traction substation as one end.
In an embodiment of the foregoing determining method, optionally, for each traction substation, determining the regulated voltage target value based on the line regulated voltage value applied to the traction substation further includes:
judging the number of braking trains in two power supply intervals with the traction substation as one end;
responding to the existence of multiple brake trains in two power supply intervals with the traction substation as one end, and further judging whether the multiple brake trains are in the same power supply interval; and
in response to the plurality of brake trains all being within the same power supply interval,
respectively calculating the line loss of the power supply interval according to the voltage stabilizing value of each line determined based on each train of braking trains; and
determining the voltage stabilization target value as a line voltage stabilization value which enables the line loss of the power supply interval to be minimum; wherein
And the line loss of the power supply interval is the sum of the line losses of the power supply lines of all the braking trains in the power supply interval.
In an embodiment of the foregoing determining method, optionally, for each traction substation, determining the regulated voltage target value based on the line regulated voltage value applied to the traction substation further includes:
judging the number of braking trains in two power supply intervals with the traction substation as one end;
responding to the existence of multiple brake trains in two power supply intervals with the traction substation as one end, and further judging whether the multiple brake trains are in the same power supply interval; and
in response to the plurality of brake trains not all being within the same power supply interval,
respectively calculating the total line loss of the two power supply intervals according to the voltage stabilizing value of each line determined based on each train of braking trains; and
determining the voltage-stabilizing target value as a line voltage-stabilizing value which enables the total line loss of the two power supply intervals to be minimum; wherein
The total line loss of the two power supply intervals is the sum of the line losses of the power supply lines of all the braking trains in the two power supply intervals.
In an embodiment of the foregoing determining method, optionally, the respectively calculating total line loss of the two power supply intervals further includes:
in response to the presence of a plurality of brake trains in any one of the two power supply sections,
respectively calculating the line loss of the power supply interval with the plurality of lines of brake trains according to the line voltage stabilization value determined by each line of brake trains in the power supply interval with the plurality of lines of brake trains;
determining a section voltage stabilizing value which enables the line loss of the power supply section with the plurality of rows of brake trains to be minimum from all the line voltage stabilizing values; and
responding to the fact that multiple rows of brake trains exist in the two power supply intervals, and respectively calculating the total line loss of the two power supply intervals according to the interval voltage stabilizing values of the two power supply intervals; or
And respectively calculating the total line loss of the two power supply intervals according to the interval voltage stabilizing value of the one power supply interval and the line voltage stabilizing value determined by the single-train brake train in the other power supply interval in response to the existence of only the single-train brake train in the other power supply interval.
In an embodiment of the foregoing determining method, optionally, for each train of brake trains, determining the line voltage stabilizing value simultaneously applied to the traction substations at both ends of the power supply section where the brake train is located further includes:
respectively determining the resistance R between the brake train and the traction substations at two ends based on the bus voltage of the traction substations at two ends of the power supply interval where the brake train is located, the feeder current, the length of the power supply interval, the traction power supply network and the unit resistance of the train tracklAnd RrAnd a port voltage U of the brake traint；
Determining the braking current I of the braking train based on the feeder line current of the traction substation at the two ends of the power supply section where the braking train is locatedt(ii) a And
based on the above resistance RlAnd RrThe port voltage UtAnd the braking current ItAnd determining the line voltage stabilization value U.
In an embodiment of the above determination method, optionally, the resistance R is determinedlAnd RrFurther comprising:
determining the port voltage UtFurther comprising:
determining the braking current ItFurther comprising:
It＝I1+I2(ii) a Wherein
UleftAnd UrightRespectively providing bus voltages I of traction substations at two ends of power supply section where the braking train is located1And I2Respectively the feeder current r of the traction substations at the two ends of the power supply section where the braking train is positioned1And r2Unit resistances of a traction power supply network and a train track respectively; l is the length of the power supply interval.
In an embodiment of the above determination method, optionally, the resistance R is based onlAnd RrThe port voltage UtAnd the braking current ItDetermining the line regulation value U further includes:
in an embodiment of the above determining method, optionally, the line regulated voltage value and the line loss P of the power supply line where the braking train is locatedlossThe relationship between them is:
UlAnd UrThe line voltage stabilizing values of the traction substations applied to two ends of the power supply section where the brake train is located are respectively obtained.
In an embodiment of the foregoing determining method, optionally, the determining method further includes:
judging whether the determined voltage stabilization target value applied to each traction substation exceeds a preset threshold range or not; and
and adjusting the voltage stabilization target value applied to each traction substation to be a preset voltage stabilization target value in response to the fact that the determined voltage stabilization target value applied to each traction substation exceeds the preset threshold range.
Another aspect of the present invention further provides a device for determining a target value of a regulated voltage, the device comprising:
a memory; and
a processor connected to the memory; wherein
The processor is configured to implement the steps of the method for determining a target value of the regulated voltage as described in any one of the above embodiments.
The invention also provides an energy feedback method applied to a train power supply network, and the energy feedback method specifically comprises the following steps:
monitoring the voltage of a direct current traction power supply network; and
responding to the existence of a brake train to enable the voltage of the direct-current traction power supply network to be larger than a voltage-stabilizing target value, and feeding back the braking energy generated by the brake train to the alternating-current traction power supply network; wherein
The above-described stabilized voltage target value is determined by the method of determining a stabilized voltage target value as described in any one of the above embodiments.
Another aspect of the present invention also provides an energy feedback device applied to a train power supply network, wherein the energy feedback device is configured to:
monitoring the voltage of a direct current traction power supply network; and
responding to the existence of a brake train to enable the voltage of the direct-current traction power supply network to be larger than a voltage-stabilizing target value, and feeding back the braking energy generated by the brake train to the alternating-current traction power supply network; wherein
The above-described stabilized voltage target value is determined by the method of determining a stabilized voltage target value as described in any one of the above embodiments.
Another aspect of the present invention also provides a computer readable medium, on which computer readable instructions are stored, which, when executed by a processor, implement the steps of the method for determining a regulated voltage target value as described in any one of the above embodiments.
According to the method and the device for determining the voltage stabilization target value, the adjustment calculation of the energy-fed voltage stabilization target value can be carried out through the parameter information acquired by the traction substations on two sides of the power supply interval without using the parameter information of the train end. The self-adaptive adjustment strategy capable of feeding the voltage stabilization target value can save a large amount of on-site manpower adjustment cost and debugging work difficulty. The method for determining the target value of the energy-feedback voltage stabilization achieves the purpose of reducing line loss and realizing energy conservation by dynamically adjusting the voltage stabilization value. The method and the device for determining the target value of the energy-feedback voltage stabilization can also be used for energy consumption optimization of train line networks such as high-speed trains and the like, and have universality.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar associated characteristics or features may have the same or similar reference numerals.
Fig. 1 is a flowchart illustrating a method for determining a regulated target value according to an aspect of the present invention.
Fig. 2 is a schematic diagram of a train line network to which the method for determining a voltage stabilization target value according to the present invention is applied.
Fig. 3 is a schematic structural diagram of a voltage stabilization target value determination apparatus provided according to an aspect of the present invention.
Reference numerals
211-
221-223 substation
231-doped 233 energy feeding device
300 determining device
310 processor
320 memory
Detailed Description
The following description is presented to enable any person skilled in the art to make and use the invention and is incorporated in the context of a particular application. Various modifications, as well as various uses in different applications will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to a wide range of embodiments. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
In the following detailed description, numerous specific details are set forth in order to provide a more thorough understanding of the invention. It will be apparent, however, to one skilled in the art that the practice of the invention may not necessarily be limited to these specific details. In other instances, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the present invention.
The reader's attention is directed to all papers and documents which are filed concurrently with this specification and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference. All the features disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.
Note that where used, the designations left, right, front, back, top, bottom, positive, reverse, clockwise, and counterclockwise are used for convenience only and do not imply any particular fixed orientation. In fact, they are used to reflect the relative position and/or orientation between the various parts of the object. Moreover, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
It is noted that, where used, further, preferably, still further and more preferably is a brief introduction to the exposition of the further embodiment on the basis of the preceding embodiment, the contents of the further, preferably, still further or more preferably the back tape in combination with the preceding embodiment as a complete construction of the further embodiment. Several further, preferred, still further or more preferred arrangements of the belt after the same embodiment may be combined in any combination to form a further embodiment.
The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.
As described above, in order to solve the problems that in the prior art, the voltage starting value of the energy feedback device is a fixed value preset manually, a large amount of manpower debugging cost is required, and the fixation of the voltage starting value causes that the train voltage is more obvious or the braking energy is not fully utilized, the invention provides a method for determining a voltage stabilization target value, which is used for determining the voltage stabilization target value of energy feedback of each traction substation on a train power supply network. Referring to fig. 1, fig. 1 is a flowchart illustrating a method for determining a regulated target value according to an aspect of the present invention. As shown in fig. 1, the determining method specifically includes step S110: respectively acquiring feeder line current and bus voltage of each traction substation; step S120: judging whether a braking train braking exists or not based on the acquired feeder line current of each traction substation; and step S130: and determining voltage stabilization target values applied to the traction substations at two ends of the power supply interval where the brake trains are located in response to the existence of the brake trains so as to minimize the line loss of the train power supply network. Wherein the regulated voltage target value applied to each traction substation is associated with the acquired feeder current and bus voltage of that traction substation.
In the above embodiments, it will be appreciated that a plurality of traction substations are required to make up the entire train electrical supply network. And the two adjacent traction substations form the same power supply interval. For the same power supply section, there may be a plurality of power supply lines corresponding to a plurality of train lines, such as an up line or a down line. Therefore, in step S110, in the case that a plurality of train lines exist in the same power supply section, the obtained feeder current of each traction substation may be a plurality of feeder current values corresponding to the plurality of train lines, and the obtained bus voltage may be a single value.
In the above embodiment, the step of determining whether there is a braking train braking in step S120 further includes: judging whether the current directions of the feeder line currents of two adjacent traction substations forming the same power supply line are both negative directions flowing into the bus; and judging that a braking train exists in the power supply area between the two adjacent traction substations in response to that the current directions of the feeder line currents forming the same power supply line are all negative directions. And the power supply line where the brake train is located can be judged.
And when the existence of the braking train is judged, determining line voltage stabilizing values of the traction substations simultaneously applied to the two ends of the power supply interval where the braking train is located for each train of braking trains, wherein the line voltage stabilizing values enable the line loss of the power supply line where the braking train is located to be minimum, and the line voltage stabilizing values are determined based on the feeder line current and the bus voltage of the power supply line where the braking train is located of the traction substations at the two ends of the power supply interval where the braking train is located. Subsequently, a regulated voltage target value applied to each traction substation is determined based on the line regulated voltage value applied to that traction substation.
Please refer to fig. 2 to understand an application scenario of the method for determining a regulated target value provided by the present invention. In FIG. 2, power supply intervals A-B, B-C are shown, which are made up of 3 traction substations 221-223. For each power supply interval a-B, B-C, the embodiment illustrated by fig. 2 includes two power supply lines, i.e., power supply lines I and II illustrated in fig. 2, which may correspond to an uplink or a downlink. The train 211 may be considered to be on the power supply line I of the power supply sections a-B, the train 212 may be considered to be on the power supply line II of the power supply sections a-B, the train 213 may be considered to be on the power supply line I of the power supply sections B-C, and the train 214 may be considered to be on the power supply line II of the power supply sections B-C.
Taking the train 211 as an example, if it is determined that the feeder currents of the lines I corresponding to the power supply lines of the train 211, i.e., the feeder currents of the traction substations 221 and 222 at the two ends of the power supply section a-B where the train 211 is located, are both in the negative direction flowing into the bus, the train 211 is considered to be a braking train in braking. For the braking train 211 which is braking, the line voltage stabilization value applied to the traction substation 221 and the traction substation 222 is determined by the braking train 211 and the line I in the section of the line A-B where the braking train 211 is located.
Specifically, in the foregoing embodiment, the calculating of the line stabilization value further includes: respectively determining the resistance R between the brake train and the traction substations at two ends based on the bus voltage, the feeder current, the length of the power supply interval, the unit resistance of the traction power supply network and the train track at two ends of the power supply interval where the brake train is positionedlAnd RrAnd a port voltage U of the brake traint(ii) a Determining the braking current I of the braking train based on the feeder current of the traction substation at the two ends of the power supply region where the braking train is locatedt(ii) a And based on the resistance RlAnd RrPort voltage UtAnd a braking current ItAnd determining a line voltage stabilization value U.
In the above-described embodiment, the resistance R is determinedlAnd RrFurther comprising:
determining a port voltage UtFurther comprising:
determination of the braking current ItFurther comprising:
It＝I1+I2(ii) a Wherein
UleftAnd UrightAre respectively provided withBus voltage, I, of traction substations at both ends of the power supply section in which the braking train is located1And I2Respectively the feeder current r of the traction substations at the two ends of the power supply section where the braking train is positioned1And r2Unit resistances of a traction power supply network and a train track respectively; l is the length of the power supply interval. Taking train 211 in FIG. 2 as an example, UleftIs the bus voltage, U, of the traction substation 221 acquiredrightIs the bus voltage, I, of the traction substation 222 taken1Is the obtained feeder current, I, of the corresponding line I in the traction substation 2212Is the acquired feeder current for the corresponding line I in the traction substation 222.
In the above embodiments, the resistance R is based onlAnd RrPort voltage UtAnd a braking current ItDetermining the line regulation value U further comprises:
for the above formula of the determined line voltage stabilization value U, the principle is to firstly construct an optimization model of the energy feedback voltage stabilization target value in the power supply interval of the single braking train
In the formula of UlAnd UrRespectively representing voltage stabilization target values applied to the left side and the right side of a power supply interval where a braking train is located in a traction substation; u shapetA port voltage for braking the train; rlAnd RrRespectively representing the resistances between the brake train and the left traction substation and the right traction substation in the power supply section of the brake train; i is1And I2Corresponding to the braking train station in the power supply interval of the braking train stationFeeder currents on the left and right sides of the line; i istTo brake train current; plossIs a line loss target.
By calculating Ut-UlAnd Ut-UrSo that P islossAt a minimum, the objective function P in the above formula can be found in a geometric senselossIs an ellipse (usually R)l≠Rr) The constraint condition s.t. is a straight line, the obtained Ut-UlAnd Ut-UrIt is necessary to be on both the ellipse and the straight line, so that the optimization problem of the above optimization model is shifted to study the positional relationship of the straight line and the ellipse. Due to PlossDetermines the horizontal and vertical axes of the ellipse, and wants to PlossSmall, i.e. the transverse or longitudinal axis of the ellipse is required to be small. While taking into account that the linear position is fixed, Ut-UlAnd Ut-UrMust be on a straight line and is therefore both a minimum ellipse and a straight line constraint when the ellipse is tangent to the straight line. And the stable voltage target voltage can be fed in the power supply interval of the single braking train by using the judgment formula of the quadratic equation in the phase tangency equal to 0.
In particular, let x be Ut-Ul，y＝Ut-UrThe above optimization model can be written as:
simplifying the above-mentioned linear and elliptic equations can obtain a quadratic equation:
the discriminant Δ of the quadratic equation is:
when tangent, Δ is 0, the corresponding solution is:
therefore, the voltage stabilization targets applied to the traction substations on the left side and the right side of the power supply interval where the braking train is located can be solved and obtained as follows:
in the formula of UlAnd UrRespectively representing voltage stabilization target values of a traction substation on the left side and a traction substation on the right side of a power supply interval where the braking train is located; u shapetIs the brake train voltage; rlAnd RrRespectively representing the resistances between the braking train and the left traction substation and the right traction substation in the power supply interval; i istTo brake train current.
It can be understood that, for a brake train of a single line, through the solution of the optimization model, it can be obtained that, in order to minimize the line loss, the line target values of the traction substations applied to both ends of the power supply section where the brake train is located are the same.
For each train of brake trains, after the line target values, which minimize the line loss, applied to the traction substations at the two ends of the power supply section where the brake train is located are determined under the condition that the single line is considered, the final stabilized voltage target values of the traction substations need to be further determined based on the line target values, so that the line loss of the whole power supply network is minimized.
Although the line target value that minimizes the line loss of a single line can be determined according to the above method, in order to prevent errors, in an embodiment of the present invention, the determining method further includes determining whether the solved line target value is within a preset threshold range. The preset threshold range may be a maximum range of the empirical voltage stabilization target value obtained from the previous experience. If the line target value obtained by solving is not within the preset threshold range, it is considered that errors may exist in each data on the whole line, the line target value obtained by solving is not credible, and the voltage stabilization target value applied to each traction substation is adjusted to be the preset universal voltage stabilization target value. Although the line target value which is not desired to be solved by the preset general voltage-stabilizing target value can reduce the line loss, at least the whole energy feedback process can be ensured to be smoothly carried out, and further waste of energy is avoided.
Specifically, for each traction substation, determining the regulated voltage target value based on the line regulated voltage value applied to the traction substation further includes: and judging the number of the brake trains existing in the two power supply intervals with the traction substation as one end.
Taking the substation 222 as an example, in an embodiment, when only one train of brake trains exists in the power supply sections with the substation 222 as one end, i.e., the power supply sections a-B and B-C, for example, only the train 211 is a brake train, the line voltage regulation value with the minimum line loss of the line I in the sections a-B determined directly according to the brake train 211 is the voltage regulation target value of the substation 222.
In another embodiment, in response to the pullingAnd a plurality of rows of brake trains exist in two power supply intervals at one end of the power substation, and whether the plurality of rows of brake trains are in the same power supply interval is further judged. If multiple braking trains are all in the same power supply section, taking the power supply section a-B as an example, the trains 211 and 212 are both braking trains. From the above description, the line stabilization value U that minimizes the line loss of the line I of the sections a-B has been determined based on the trains 211, respectively211And determining a line voltage stabilization value U for minimizing line loss of the line II of the section A-B based on the train 212212. For the substation 222, there are two line regulation values U at this time211And U212Therefore, it is necessary to further determine a target value of the stabilization voltage to be finally applied to the substation 222.
Specifically, the line regulated voltage value U is obtained after confirmation211And U212Then, based on the line regulated voltage value U211And U212Respectively calculating the line loss of the whole power supply interval A-B under the state of the line voltage-stabilizing value, namely based on the line voltage-stabilizing value U211Calculating the sum of line losses of lines I and II in the power supply interval A-B, and based on the line voltage-stabilizing value U212The sum of the line losses of the lines I and II in the power supply section a-B is calculated, and then the line regulation value that makes the sum of the line losses of the lines I and II in the power supply section a-B smaller is determined as the regulation target value that is finally applied to the substation 222.
It can be understood that the line voltage stabilization value and the line loss P of the power supply line on which the brake train is positionedlossThe relationship between them is:
Based on the line regulated voltage value U according to the relation between the line regulated voltage value and the line loss211Calculating a power supply intervalThe sum of the line losses of lines I and II in a-B further comprises: by U211Is UlAnd UrThe port voltage of the train 211 is UtResistance R at both ends of train 211lAnd RrCalculating the loss of the A-B line I in the power supply interval, and calculating the loss of the U211Is UlAnd UrThe port voltage of the train 212 is UtResistance R at both ends of train 212lAnd RrThe losses of the line II in the supply intervals a-B are calculated and subsequently added. Based on line steady voltage value U212The calculation method is similar and will not be described again.
The voltage stabilization target value finally applied to each traction substation determined in the manner can minimize the line loss of each power supply interval, so that the possibility of reducing the line loss of the whole power supply network is provided.
In another embodiment, in response to the existence of multiple brake trains in two power supply sections with the traction substation as one end, it is further determined whether the multiple brake trains are all in the same power supply section. If the plurality of brake trains are not all within the same power supply section, that is, in the case where the train 211 and the train 213 are brake trains, the line stabilizing value U for minimizing the line loss of the line I of the sections a-B has been determined based on the train 211, respectively, according to the above description211And determining a line regulation value U for minimizing the line I line loss of the section B-C based on the train 213213. For the substation 222, there are two line regulation values U at this time211And U213Therefore, it is necessary to further determine the stabilized voltage target value to be finally applied to the substation 222.
Specifically, the line regulated voltage value U is obtained after confirmation211And U213Then, based on the line regulated voltage value U211And U213Respectively calculating the total line loss of the two continuous power supply intervals A-B and B-C under the state of the line voltage stabilization value, namely based on the line voltage stabilization value U211Calculating the sum of line losses of the power supply intervals A-B and B-C based on the line voltage-stabilizing value U212Calculating the sum of line losses of the power supply sections A-B and B-C, and determining the sum of the power supply sections A-B and B-CThe line regulation value at which the sum of the line losses of the power supply sections B-C is small is the regulation target value that is ultimately applied to the substation 222.
It can be understood that the line voltage stabilization value and the line loss P of the power supply line on which the brake train is positionedlossThe relationship between them is:
Based on the line regulated voltage value U according to the relation between the line regulated voltage value and the line loss211Calculating the sum of the line losses of the power supply intervals A-B and the power supply intervals B-C further comprises: by U211Is UlAnd UrThe port voltage of the train 211 is UtResistance R at both ends of train 211lAnd RrCalculating the loss of the power supply interval A-B, and calculating the loss of the power supply interval A-B by U211Is UlAnd UrAnd the port voltage of the train 213 is UtResistance R at both ends of train 213lAnd RrThe losses of the supply intervals B-C are calculated and then added. Based on line steady voltage value U213The calculation method is similar and will not be described again.
The voltage stabilization target value finally applied to each traction substation determined in the above manner can minimize the line loss of two continuous power supply intervals, so that the possibility of reducing the line loss of the whole power supply network is provided. It can be understood that when the braking trains exist in two consecutive power supply intervals, the voltage stabilization target values of the power substations applied to two ends of the same power supply interval are different, but the balance of the bus voltage is finally ensured according to energy feedback, so that the functions of coordination and coordination of the whole network and optimization of the scheduling are achieved.
In the above-described embodiment, if the plurality of brake trains are not all in the same power supply section, and there are a plurality of brake trains, for example, the trains 211 and 212 and the train 213, in any one of the two power supply sections, it can be understood that, when determining the voltage stabilization target value that minimizes the total line loss in the two power supply sections, the line stabilization value that minimizes the line loss in the power supply section may be determined based on the plurality of trains in the same power supply section, and finally, the line stabilization value that minimizes the line loss in the two power supply sections may be determined based on the line stabilization value that minimizes the power supply section.
That is, the line stabilizing value U is set for the trains 211 and 212 and the train 213 and their corresponding lines211、 U212And U213The line regulation value applied to the interval A-B is determined, for example, as the line regulation value U211Then based on the line regulated value U211And line regulated value U213The regulated voltage target value applied to point B, i.e., the substation 222, is determined. By determining the optimal voltage stabilizing value in the interval in advance, the calculation amount in the whole process can be reduced, and the minimum line loss of the whole power supply network can be ensured.
That is, according to the method for determining a regulated voltage target value provided by the present invention, under a special condition that a plurality of rows of brake trains exist, for example, there are brake trains in the uplink and downlink networks in the same section at the same time, the line loss can be calculated according to the energy-fed regulated voltage target value calculated in the power supply section corresponding to the uplink network, then the line loss can be calculated according to the energy-fed regulated voltage target value calculated in the power supply section corresponding to the downlink network, and the energy-fed regulated voltage target value corresponding to the loss smaller can be selected by comparing the losses in the two modes.
If the brake vehicle exists in a certain two continuous intervals, the voltage stabilization target value of the middle traction substation calculates the loss of the two power supply intervals according to the voltage calculated in the first power supply interval, then the voltage stabilization target value calculates the loss of the two intervals according to the voltage calculated in the second power supply interval, the loss calculated in the two modes is compared, and finally the voltage corresponding to the loss small person can be selected according to the voltage feedback stabilization target value of the middle traction substation.
In another embodiment, if the calculated value of the target voltage stabilizing value determined by the method exceeds a preset normal range, the calculated value is not adopted, and a preset normal voltage stabilizing value is used for stabilizing voltage.
According to the method for determining the voltage stabilization target value, the adjustment calculation of the feedable voltage stabilization threshold value can be carried out through the information acquired by the traction of the two sides of the power supply region without using train information; the self-adaptive adjustment strategy of the feed-forward threshold can save a large amount of on-site manual adjustment cost and the difficulty of debugging work; the purposes of reducing line loss and realizing energy conservation are achieved by dynamically adjusting the voltage stabilizing value through the energy feedback; the optimization idea in the invention can also be used for energy consumption optimization of the railway network.
In another aspect of the present invention, a device for determining a regulated target value is further provided, for determining regulated target values of energy feedbacks of traction substations on a train power supply network, please refer to fig. 3, where fig. 3 shows a schematic diagram of the determining device. As shown in fig. 3, the determining means 300 comprises a processor 310 and a memory 320. The processor 310 of the determining apparatus 300 can implement the above-described method for determining the regulated voltage target value when executing the computer program stored in the memory 320, and please refer to the above description of the method for determining the regulated voltage target value, which is not described herein again.
The invention also provides an energy feedback method applied to a train power supply network, which comprises the following steps: monitoring the voltage of a direct current traction power supply network; responding to the existence of the brake train to enable the voltage of the direct-current traction power supply network to be larger than a voltage-stabilizing target value, and feeding back the braking energy generated by the brake train to the alternating-current traction power supply network; wherein the above-mentioned target value of the regulated voltage is determined by the method of determining the target value of the regulated voltage as described above. In the above embodiment, the voltage regulation target value is determined without manually adjusting and adding extra redundancy, but the voltage regulation target value is dynamically adjusted, so that a large amount of on-site manual adjustment cost and difficulty of debugging work can be saved, and the purposes of reducing line loss and saving energy can be achieved.
In another aspect of the present invention, as shown in fig. 3, energy feedback devices (energy feedback devices) 231, 232, and 233 are respectively disposed in the substations 221, 222, and 223, and by monitoring the voltage of the dc traction grid, when the train brake causes the voltage of the traction grid to exceed the starting value, the energy feedback devices 231, 232, and 233 feed back the braking energy to the ac traction grid, so as to stabilize the voltage of the dc traction grid, and limit the voltage of the train not to exceed the limit value, thereby ensuring the safety of the train. Another aspect of the present invention provides an energy feedback device, wherein the starting value for triggering the feedback of the braking energy to the ac traction grid is determined by the method for determining the target value of the regulated voltage as described above. By the energy feedback device provided by the invention, the adjustment and calculation of the energy feedback voltage stabilization threshold can be carried out by towing the acquired information at two sides of the power supply interval without using train information; the self-adaptive adjustment strategy of the feed-forward threshold can save a large amount of on-site manual adjustment cost and the difficulty of debugging work; the purposes of reducing line loss and realizing energy conservation are achieved by dynamically adjusting the voltage stabilizing value through the energy feedback; the optimization idea in the invention can also be used for energy consumption optimization of the railway transport network.
The present invention also provides a computer storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method for diagnosing a wheel locking fault of a high speed train as applied to a train control apparatus as described above. Specifically, please refer to the above description of the diagnosis method for wheel locking fault of high-speed train applied to the train control device, which is not repeated herein.
Thus, the method and apparatus for determining a regulated target value, the method and apparatus for energy feedback, and the apparatus for energy feedback and computer storage medium provided by the present invention have been described. According to the method and the device for determining the voltage stabilization target value, the energy feedback method, the energy feedback device and the computer storage medium, the adjustment and calculation of the energy-fed voltage stabilization threshold value can be carried out through the information acquired by traction on two sides of the power supply interval without using train information; the self-adaptive adjustment strategy of the feed-forward threshold can save a large amount of on-site manual adjustment cost and the difficulty of debugging work; the purposes of reducing line loss and realizing energy conservation are achieved by dynamically adjusting the voltage stabilizing value through the energy feedback; the optimization idea in the invention can also be used for energy consumption optimization of the railway transport network.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. It is to be understood that the scope of the invention is to be defined by the appended claims and not by the specific constructions and components of the embodiments illustrated above. Those skilled in the art can make various changes and modifications to the embodiments within the spirit and scope of the present invention, and these changes and modifications also fall within the scope of the present invention.
Claims (16)
1. A method for determining a regulated target value for energy feedback of each traction substation in a train power supply network is characterized by comprising the following steps:
respectively acquiring feeder line current and bus voltage of each traction substation;
judging whether a braking train braking at present exists or not based on the acquired feeder line current of each traction substation; and
in response to the existence of the braking trains, determining voltage stabilization target values of traction substations applied to two ends of a power supply interval where each train of braking trains is located so as to minimize line loss of the train power supply network; wherein
The regulated voltage target value applied to each traction substation is associated with the acquired feeder current and bus voltage of that traction substation.
2. The method of determining of claim 1, wherein determining whether there is a braking train braking further comprises:
judging whether the current directions of the feeder line currents of two adjacent traction substations forming the same power supply line are both negative directions flowing into the bus; and
and judging that a braking train exists in the power supply area between the two adjacent traction substations in response to that the current directions of the feeder line currents forming the same power supply line are all negative directions.
3. The determination method of claim 1, further comprising:
in response to the existence of the brake train, for each train of brake trains, determining line voltage stabilization values simultaneously applied to traction substations at two ends of a power supply interval where the brake train is located, wherein the line voltage stabilization values enable line loss of a power supply line where the brake train is located to be minimum, and the line voltage stabilization values are determined based on feeder line currents and bus voltages of the power supply lines where the brake train is located of the traction substations at two ends of the power supply interval where the brake train is located;
determining the regulated voltage target value of each traction substation further comprises:
and determining a voltage stabilization target value based on the line voltage stabilization value applied to the traction substation.
4. The determination method according to claim 3, wherein determining, for each traction substation, a regulated voltage target value based on the line regulated voltage value applied to the traction substation further comprises:
judging the number of braking trains in two power supply intervals with the traction substation as one end; and
and determining the voltage stabilization target value as a line voltage stabilization value determined based on the brake train in response to the fact that only one train of brake trains exists in the two power supply sections with the traction substation as one end.
5. The determination method according to claim 3, wherein determining, for each traction substation, a regulated voltage target value based on the line regulated voltage value applied to the traction substation further comprises:
judging the number of braking trains in two power supply intervals with the traction substation as one end;
responding to the existence of multiple brake trains in two power supply intervals with the traction substation as one end, and further judging whether the multiple brake trains are in the same power supply interval; and
in response to the plurality of brake trains all being within the same power supply interval,
respectively calculating the line loss of the power supply interval according to the voltage stabilizing value of each line determined based on each train of braking trains; and
determining the voltage stabilization target value as a line voltage stabilization value which enables the line loss of the power supply interval to be minimum; wherein
And the line loss of the power supply interval is the sum of the line losses of the power supply lines of all braking trains in the power supply interval.
6. The determination method according to claim 3, wherein determining, for each traction substation, a regulated voltage target value based on the line regulated voltage value applied to the traction substation further comprises:
judging the number of braking trains in two power supply intervals with the traction substation as one end;
responding to the existence of multiple brake trains in two power supply intervals with the traction substation as one end, and further judging whether the multiple brake trains are in the same power supply interval; and
in response to the plurality of brake trains not all being within the same power supply interval,
respectively calculating the total line loss of the two power supply intervals according to the voltage stabilizing value of each line determined based on each train of braking trains; and
determining the voltage stabilization target value as a line voltage stabilization value which enables the total line loss between the two power supply intervals to be minimum; wherein
And the total line loss of the two power supply intervals is the sum of the line losses of the power supply lines of all the braking trains in the two power supply intervals.
7. The method of claim 6, wherein calculating the total line loss for the two power supply intervals respectively further comprises:
in response to the presence of a plurality of brake trains in any one of the two power supply sections,
respectively calculating the line loss of the power supply interval with the plurality of lines of brake trains according to the line voltage stabilization value determined by each line of brake trains in the power supply interval with the plurality of lines of brake trains;
determining a section voltage stabilizing value which enables the line loss of the power supply section with the plurality of rows of brake trains to be minimum from all the line voltage stabilizing values; and
responding to the fact that multiple rows of brake trains exist in the two power supply intervals, and respectively calculating the total line loss of the two power supply intervals according to the interval voltage stabilizing values of the two power supply intervals; or
And in response to the other one of the two power supply intervals only having the single-train braking train, respectively calculating the total line loss of the two power supply intervals according to the interval voltage stabilizing value of the one power supply interval and the line voltage stabilizing value determined by the single-train braking train in the other power supply interval.
8. The method of claim 3, wherein determining, for each train of brake trains, the line regulation values simultaneously applied to the traction substations at both ends of the power supply section in which the brake train is located further comprises:
respectively determining the resistance R between the brake train and the traction substations at two ends based on the bus voltage of the traction substations at two ends of the power supply interval where the brake train is located, the feeder current, the length of the power supply interval, the traction power supply network and the unit resistance of the train tracklAnd RrAnd a port voltage U of the brake traint；
Determining the braking current I of the braking train based on the feeder line current of the traction substation at the two ends of the power supply section where the braking train is locatedt(ii) a And
based on the resistance RlAnd RrThe port voltage UtAnd the braking current ItAnd determining the line voltage stabilization value U.
9. The determination method of claim 8, wherein the resistance R is determinedlAnd RrFurther comprising:
determining the port voltage UtFurther comprising:
determining the braking current ItFurther comprising:
It＝I1+I2(ii) a Wherein
UleftAnd UrightRespectively is the bus voltage I of traction substations at two ends of the power supply section where the braking train is positioned1And I2Respectively the feeder current r of the traction substations at the two ends of the power supply section where the braking train is positioned1And r2Unit resistances of a traction power supply network and a train track respectively; l is the length of the power supply interval.
10. The determination method of claim 8, wherein the R is based on the resistancelAnd RrThe port voltage UtAnd the braking current ItDetermining the line regulation value U further comprises:
11. the method of claim 8, wherein the line regulation value is related to a line loss P of a power supply line on which the brake train is locatedlossThe relationship between them is:
UlAnd UrThe line voltage stabilizing values of the traction substations applied to two ends of the power supply section where the brake train is located are respectively obtained.
12. The determination method of claim 1, further comprising:
judging whether the determined voltage stabilization target value applied to each traction substation exceeds a preset threshold range or not; and
and adjusting the voltage stabilization target value applied to each traction substation to be a preset voltage stabilization target value in response to the fact that the determined voltage stabilization target value applied to each traction substation exceeds the preset threshold range.
13. An apparatus for determining a stabilized voltage target value, characterized in that the apparatus comprises:
a memory; and
a processor coupled to the memory; wherein
The processor is configured to implement the steps of the method of determining a regulated target value according to any one of claims 1-12.
14. An energy feedback method is applied to a train power supply network and is characterized by comprising the following steps:
monitoring the voltage of a direct current traction power supply network; and
responding to the existence of a brake train so that the voltage of the direct-current traction power supply network is larger than a voltage-stabilizing target value, and feeding back the braking energy generated by the brake train to the alternating-current traction power supply network; wherein
The stabilized target value is determined by the stabilized target value determination method according to any one of claims 1 to 12.
15. An energy feedback device applied to a train power supply network, wherein the energy feedback device is configured to:
monitoring the voltage of a direct current traction power supply network; and
responding to the existence of a brake train so that the voltage of the direct-current traction power supply network is larger than a voltage-stabilizing target value, and feeding back the braking energy generated by the brake train to the alternating-current traction power supply network; wherein
The stabilized target value is determined by the stabilized target value determination method according to any one of claims 1 to 12.
16. A computer readable medium having stored thereon computer readable instructions which, when executed by a processor, carry out the steps of the method of determining a regulated target value according to any one of claims 1 to 12.
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