CN114148176B - Method and device for determining voltage stabilizing target value, and method and device for energy feedback - Google Patents
Method and device for determining voltage stabilizing target value, and method and device for energy feedback Download PDFInfo
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- CN114148176B CN114148176B CN202010929510.2A CN202010929510A CN114148176B CN 114148176 B CN114148176 B CN 114148176B CN 202010929510 A CN202010929510 A CN 202010929510A CN 114148176 B CN114148176 B CN 114148176B
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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 stabilizing target value, which are used for determining the voltage stabilizing target value of energy feedback of each traction substation on a train power supply network, wherein the determining method specifically comprises the following steps: respectively acquiring feeder line current and bus voltage of each traction substation; judging whether a braking train is braking or not based on the acquired feeder currents of the traction substation; and in response to the presence of a brake train, determining a voltage stabilizing target value applied to each traction substation at both ends of a power supply section where each train of brake trains is located, so as to minimize line loss of a train power supply network; wherein the voltage stabilizing target values applied to the respective traction substations are associated with the acquired feeder current and bus voltage of the traction substation. According to the method and the device for determining the voltage stabilizing target value, the voltage stabilizing target value is dynamically determined under the condition that the parameters of the train end are not needed to be utilized, the manual debugging cost is reduced, and the line loss can be minimized.
Description
Technical Field
The invention relates to the field of train automation, in particular to a dynamic determination method of an energy feedback voltage stabilizing target value based on the minimum line loss of a train power supply network.
Background
In a plurality of public transportation modes, urban rail transit can effectively relieve urban environment pollution and traffic jam due to outstanding green environmental protection performance and strong transportation capacity, and has rapid development in recent years, so that the urban rail transit becomes an urban electricity consumer. The rail traffic industry needs to increase energy conservation and emission reduction force and reduce energy consumption level.
Most of the existing methods improve the recycling efficiency of regenerative braking energy in a train workshop by optimizing an operation diagram and maximally matching the operation time of adjacent traction trains and braking trains, but the energy-saving effect is limited by factors such as quasi-point rate, driver operation difference and the like. The urban rail regenerative braking energy feedback (energy feedback) device can recycle 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 the regenerative braking energy and effectively reduces the total power consumption of a rail traffic traction system. By monitoring the voltage of the direct-current traction power grid, when the voltage of the traction power grid 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 limiting value, and the safety of the train is ensured. The voltage start-up value mentioned above is often obtained by feeding a voltage stabilizing target value plus a fixed deviation amount. However, because of the variability of parameters of traction power grids, rails and transformer substations of different subway lines, the existing energy feedback voltage stabilizing 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 feedback voltage stabilizing target value directly influences the release of train braking energy and the loss of a network. However, the constant voltage is often set by relying on manual experience, and an excessively high starting threshold can cause the train voltage to be out of limit, and an excessively low voltage threshold can cause insufficient braking energy utilization.
Therefore, the self-adaptive algorithm capable of feeding voltage threshold is developed, so that the self-adaptive algorithm can be dynamically adjusted in real time according to the actual condition of the network, and the self-adaptive algorithm has important significance in improving the energy utilization rate of a 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 great deal of manpower is required to be used for debugging, and the fixity of the voltage starting value causes the train voltage to be more obvious or the braking energy to be underutilized, 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 is braking or not based on the acquired feeder currents of the traction substation; and
in response to the existence of the brake trains, determining a voltage stabilizing target value of each traction substation applied to the two ends of a power supply section where each train of the brake trains is positioned so as to minimize line loss of a power supply network of the train; wherein the method comprises the steps of
The voltage stabilizing target value applied to each traction substation is associated with the acquired feeder current and bus voltage of the traction substation.
In an embodiment of the above determining method, optionally, determining whether there is a braking train being braked further includes:
judging whether the current directions of the acquired feeder currents of two adjacent traction substations forming the same power supply line are all negative directions of inflow buses; and
and judging that a train exists in a power supply interval between the two adjacent traction power transformation stations in response to the fact that the current directions of feeder line currents forming the same power supply line are all negative directions.
In an embodiment of the above determining method, optionally, the determining method further includes:
in response to the existence of a brake train, for each train of the brake train, determining a line voltage stabilizing value of a traction substation simultaneously applied to both ends of a power supply section where the brake train is located, wherein the line voltage stabilizing value minimizes line loss of the power supply line where the brake train is located, and the line voltage stabilizing value is determined based on feeder current and bus voltage of the power supply line where the brake train is located of the traction substation at both ends of the power supply section where the brake train is located;
Determining the voltage stabilizing target value of each traction substation further comprises:
a regulated target value is determined based on a line regulated value applied to the traction substation.
In an embodiment of the above determining method, optionally, for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further includes:
judging the number of brake trains existing in two power supply intervals taking the traction substation as one end; and
and in response to the fact that only one train of brake trains exists in two power supply intervals taking the traction substation as one end, determining the voltage stabilizing target value as a line voltage stabilizing value determined based on the brake trains.
In an embodiment of the above determining method, optionally, for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further includes:
judging the number of brake trains existing in two power supply intervals taking the traction substation as one end;
responding to the existence of a plurality of brake trains in two power supply intervals taking the traction substation as one end, and further judging whether the plurality of 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,
calculating the line loss of the power supply section according to the voltage stabilizing value of each line determined based on each train of brake trains; and
determining the voltage stabilizing target value as a line voltage stabilizing value which minimizes the line loss of the power supply interval; wherein the method comprises the steps of
The line loss of the power supply interval is the sum of the line losses of the power supply lines where all the brake trains are located in the power supply interval.
In an embodiment of the above determining method, optionally, for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further includes:
judging the number of brake trains existing in two power supply intervals taking the traction substation as one end;
responding to the existence of a plurality of brake trains in two power supply intervals taking the traction substation as one end, and further judging whether the plurality of 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,
calculating the total line loss of the two power supply intervals respectively according to the voltage stabilizing values of each line determined based on each train of brake trains; and
determining the voltage stabilizing target value as a line voltage stabilizing value which minimizes the total line loss of the two power supply intervals; wherein the method comprises the steps of
The total line loss of the two power supply sections is the sum of the line loss of the power supply lines where all the brake trains are located in the two power supply sections.
In an embodiment of the foregoing determining method, optionally, calculating the total line loss of the two power supply sections respectively further includes:
in response to the presence of multiple trains within either of the two power intervals,
calculating the line loss of the power supply section of the plurality of brake trains with each line voltage stabilizing value determined based on each brake train in the power supply section of the plurality of brake trains;
determining a section voltage stabilizing value which minimizes the line loss of the power supply section where a plurality of brake trains exist from the respective line voltage stabilizing values; and
responding to the existence of a plurality of trains in 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 alternatively
And in response to the fact that only a single-train brake train exists in the other of the two power supply intervals, calculating the total line loss of the two power supply intervals respectively according to the interval voltage stabilizing value of one power supply interval and the line voltage stabilizing value determined by 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 a line voltage stabilizing value of a traction substation applied to both ends of a power supply section where the brake train is located at the same time further includes:
the resistor R between the brake train and the traction substation at two ends is respectively determined based on the bus voltage, the feeder current, the length of the power supply section and the unit resistance of the traction power supply network and the train track of the traction substation at two ends of the power supply section where the brake train is positioned l And R is r And the port voltage U of the brake train t ；
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 located t The method comprises the steps of carrying out a first treatment on the surface of the And
based on the resistor R l And R is r The port voltage U t The braking current I t And determining the line voltage stabilizing value U.
In one embodiment of the above determination method, optionally, the above resistance R is determined l And R is r Further comprises:
determining the port voltage U t Further comprises:
determining the braking current I t Further comprises:
I t ＝I 1 +I 2 the method comprises the steps of carrying out a first treatment on the surface of the Wherein the method comprises the steps of
U left And U right Respectively supplying the brake trainsBus voltage of traction substation at two ends of electric section, I 1 And I 2 The feeder currents of traction substation at two ends of the power supply section where the brake train is positioned are respectively r 1 And r 2 The unit resistances are respectively the traction power supply network and the train track; l is the length of the power supply section.
In one embodiment of the above determination method, optionally, the resistor R is based on l And R is r The port voltage U t The braking current I t Determining the line voltage regulator U further includes:
in an embodiment of the above determination method, optionally, the line voltage stabilizing value and the line loss P of the power supply line where the brake train is located loss The relation between the two is:
wherein the method comprises the steps of
U l And U r The circuit voltage stabilizing values of the traction substation are respectively applied to the two ends of the power supply section where the brake train is located.
In an embodiment of the above determining method, optionally, the determining method further includes:
judging whether the determined voltage stabilizing target value applied to each traction substation exceeds a preset threshold range or not; and
and adjusting the voltage stabilizing target value applied to each traction substation to be a preset voltage stabilizing target value in response to the determined voltage stabilizing target value applied to each traction substation exceeding a preset threshold range.
The invention also provides a device for determining the voltage stabilizing target value, which comprises:
a memory; and
a processor connected with the memory; wherein the method comprises the steps of
The above-described processor is configured to implement the steps of the method of determining a steady-state target value as described in any one of the embodiments above.
The invention also provides an energy feedback method applied to the train power supply network, which 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 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 method comprises the steps of
The above-described voltage regulation target value is determined by the method of determining a voltage regulation target value described in any one of the embodiments above.
Another aspect of the present invention also provides an energy feedback device applied to a train power supply network, where 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 method comprises the steps of
The above-described voltage regulation target value is determined by the method of determining a voltage regulation target value described in any one of the embodiments above.
Another aspect of the invention also provides a computer readable medium having stored thereon computer readable instructions which, when executed by a processor, implement the steps of the method of determining a regulated target value as described in any of the embodiments above.
According to the method and the device for determining the voltage stabilizing target value, provided by the invention, the adjustment and calculation of the voltage stabilizing target value can be carried out through the parameter information acquired by the traction substation at the two sides of the power supply section without utilizing the parameter information at the train end. The self-adaptive adjustment strategy capable of feeding the voltage stabilizing target value can save a great amount of cost of on-site manual adjustment and difficulty of debugging work. The method for determining the energy feedback voltage stabilizing target value achieves the aim of reducing line loss and realizing energy saving by dynamically adjusting the voltage stabilizing value. The method and the device for determining the energy feedback voltage stabilizing target value can also be used for optimizing the energy consumption of a train line network such as a high-speed rail, and have universality.
Drawings
The above features and advantages of the present invention will be better understood after reading the detailed description of embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily to scale and components having similar related features or characteristics may have the same or similar reference numerals.
Fig. 1 shows a flow chart of a method for determining a regulated target value provided according to an aspect of the present invention.
Fig. 2 shows a schematic diagram of a trainline network to which the method for determining a regulated target value provided by the present invention is applied.
Fig. 3 shows a schematic structural diagram of a determination device of a regulated voltage target value provided according to an aspect of the present invention.
Reference numerals
211-214 train
221-223 substation
231-233 energy feed device
300. Determination device
310. Processor and method for controlling the same
320. Memory device
Detailed Description
The following description is presented to enable one skilled in the art to make and use the invention and to incorporate it into the context of a particular application. Various modifications, as well as various uses in different applications will be readily apparent to persons 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 invention may be practiced without limitation 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 is directed to all documents and documents filed concurrently with this specification and open to public inspection with this specification, and the contents of all such documents 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 set of equivalent or similar features.
Note that where used, the designations left, right, front, back, top, bottom, forward, reverse, clockwise, and counterclockwise are used for convenience only and do not imply any particular orientation of securement. In fact, they are used to reflect the relative position and/or orientation between the various parts of the object. Furthermore, 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.
Note that, where used, further, preferably, further and more preferably, the brief description of another embodiment is made on the basis of the foregoing embodiment, and further, preferably, further or more preferably, the combination of the contents of the rear band with the foregoing embodiment is made as a complete construction of another embodiment. A further embodiment is composed of several further, preferably, still further or preferably arrangements of the strips after the same embodiment, which may be combined arbitrarily.
The invention is described in detail below with reference to the drawings and the specific embodiments. It is noted that the aspects described below in connection with the drawings and the specific embodiments are merely exemplary and should not be construed as limiting the scope of the invention in any way.
As described above, in order to solve the problem that in the prior art, the voltage starting value of the energy feedback device is based on a fixed value preset manually, which requires a lot of manpower to debug, and the fixity of the voltage starting value results in the train voltage being more apparent or the braking energy being underutilized, 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. Referring to fig. 1, fig. 1 is a flowchart illustrating a method for determining a regulated voltage target value according to an aspect of the present invention. As shown in fig. 1, the above determination method specifically includes step S110: respectively acquiring feeder line current and bus voltage of each traction substation; step S120: judging whether a braking train is braking or not based on the acquired feeder currents of the traction substation; step S130: and in response to the existence of the brake trains, determining a voltage stabilizing target value applied to each traction substation at the two ends of a power supply section where each train of the brake trains is positioned so as to minimize the line loss of the power supply network of the train. Wherein the voltage stabilizing target values applied to the respective traction substations are associated with the acquired feeder current and bus voltage of the traction substation.
In the above embodiments, it will be appreciated that a plurality of traction substations are required to form the entire train supply network. The same power supply interval is formed between two adjacent traction substations. For the same power supply section, there may be a plurality of power supply lines corresponding to a plurality of train lines, for example, an uplink line or a downlink line. Therefore, in step S110, in the case where there are a plurality of trainlines within the same power supply section, the obtained feeder currents of the respective traction substations may be a plurality of feeder current values corresponding to the plurality of trainlines, and the obtained bus voltage is a single value.
In the above-described embodiment, determining in step S120 whether there is a braking train being braked further includes: judging whether the current directions of the acquired feeder currents of two adjacent traction substations forming the same power supply line are all negative directions of inflow buses; and judging that a train exists in the power supply interval between the two adjacent traction power transformation stations in response to the fact that the current directions of the feeder currents forming the same power supply line are all negative directions. And the power supply line of the brake train can be judged.
When judging that the brake trains exist, determining the line voltage stabilizing value of the traction substation simultaneously applied to the two ends of the power supply section where the brake trains are located for each train of the brake trains, wherein the line voltage stabilizing value minimizes the line loss of the power supply line where the brake trains are located, and the line voltage stabilizing value is determined based on the feeder line current and the bus voltage of the power supply line where the brake trains are located of the traction substation at the two ends of the power supply section where the brake trains are located. Then, a voltage stabilizing target value applied to each traction substation is determined based on the line voltage stabilizing value applied to the traction substation.
Fig. 2 is a schematic diagram for explaining an application scenario of the method for determining a voltage stabilizing target value according to the present invention. Fig. 2 shows a power supply section a-B, B-C composed of 3 traction substations 221-223. For each supply interval a-B, B-C, the embodiment shown by fig. 2 comprises two supply lines, i.e. supply lines I and II shown in fig. 2, which may correspond to an uplink or a downlink. Train 211 may be considered to be on power line I for power supply interval a-B, train 212 may be considered to be on power line II for power supply interval a-B, train 213 may be considered to be on power line I for power supply interval B-C, and train 214 may be considered to be on power line II for power supply interval B-C.
Taking the train 211 as an example, if it is determined that 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, that is, the feeder current of the line I corresponding to the power supply line where the train 211 is located are all in the negative direction flowing into the bus, the train 211 is considered to be a braking train being braked. For the braking train 211 being braked, the line voltage stabilizing values applied to the traction substation 221 and the traction substation 222 are determined by the line I of the braking train 211 and the line a-B section where the braking train is located.
Specifically, in the above embodiment, the calculation of the line voltage stabilizing value further includes: the brake train is respectively determined based on the bus voltage, the feeder current, the length of the power supply section and the unit resistance of the traction power supply network and the train track of the traction substation at the two ends of the power supply section where the brake train is positioned Resistor R between the resistor R and traction substation at two ends l And R is r And the port voltage U of the brake train t The method comprises the steps of carrying out a first treatment on the surface of the 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 located t The method comprises the steps of carrying out a first treatment on the surface of the Based on resistance R l And R is r Port voltage U t Braking current I t And determining a line voltage stabilizing value U.
In the above embodiment, the resistance R is determined l And R is r Further comprises:
determining a port voltage U t Further comprises:
determining a braking current I t Further comprises:
I t ＝I 1 +I 2 the method comprises the steps of carrying out a first treatment on the surface of the Wherein the method comprises the steps of
U left And U right Bus voltages of traction substations at two ends of a power supply section where the brake train is positioned respectively, I 1 And I 2 The feeder currents of traction substation at two ends of the power supply section where the brake train is positioned are respectively r 1 And r 2 The unit resistances are respectively the traction power supply network and the train track; l is the length of the power supply section. Taking train 211 in FIG. 2 as an example, U left Is the obtained bus voltage of the traction substation 221, U right Is the obtained bus voltage of traction substation 222, I 1 Is the acquired feeder current of the corresponding line I in the traction substation 221, I 2 Is the feeder current taken for the corresponding line I in traction substation 222.
In the above embodiment, the resistance R is based on l And R is r Port voltage U t Braking current I t Determining the line voltage regulator value U further includes:
for the determined formula of the line voltage stabilizing value U, the principle is that an optimized model of the energy feedback voltage stabilizing target value in the power supply interval of a single brake train is firstly constructed
In U l And U r Respectively representing voltage stabilizing target values applied to traction substations at the left side and the right side of a power supply section where a brake train is positioned; u (U) t The port voltage of the brake train; r is R l And R is r The resistance between the left traction substation and the right substation of the power supply section where the brake train is positioned is represented respectively; i 1 And I 2 Feeder currents corresponding to the left side and the right side of a line where a brake train is located in a power supply section where the brake train is located; i t For braking train current; p (P) loss Is a line loss target.
By finding U t -U l And U t -U r So that P loss At a minimum, the objective function P in the above formula can be found from the geometric sense loss Is an ellipse (R is a general meaning l ≠R r ) The constraint condition s.t. is a straight line, and U is obtained t -U l And U t -U r The optimization problem of the optimization model is changed into researching the position relation between the straight line and the ellipse. Due to P loss The transverse axis of the ellipse is determinedAnd a longitudinal axis, want P loss Small, i.e. requiring that the transverse or longitudinal axis of the ellipse be small. Considering the fixation of the straight line position while U t -U l And U t -U r Must be on a straight line so that when the ellipse is tangent to the straight line it is both the ellipse that satisfies the straight line constraint and is the smallest. The discriminant of the quadratic equation at the tangent time is equal to 0, and the internal energy feedback stabilized voltage target voltage of the power supply interval where the single brake train is positioned can be calculated.
Specifically, note x=u t -U l ，y＝U t -U r The optimization model can be written as:
the quadratic equation can be obtained by simplifying the straight line and ellipse equation:
the discriminant of the quadratic equation, delta, is:
when tangent, Δ=0, where the corresponding solution is:
therefore, the voltage stabilizing targets applied to the traction substation at the left side and the right side of the power supply section where the brake train is can be obtained by solving the following steps:
in U l And U r Respectively representing voltage stabilizing target values of traction substation at left side and right side of power supply section where the brake train is positioned; u (U) t Is the brake train voltage; r is R l And R is r The resistance between the brake train and the left traction substation and the right substation in the power supply section of the brake train are represented respectively; i t For braking the train current.
It can be appreciated that, for a single-line brake train, by solving the above-mentioned optimization model, it can be obtained that, in order to minimize the line loss, the line target values of the traction substation applied at both ends of the power supply section where the brake train is located are the same.
For each train of the brake trains, after the line target values of the traction substation, which are applied to the two ends of the power supply section where the brake trains are located and are used for minimizing the line loss, are determined by taking a single line as consideration, the final voltage stabilizing target value of each traction substation needs to be further determined based on each line target value, so that the line loss of the whole power supply network is minimized.
Although the method described above is generally capable of determining a line target value that minimizes line loss of a single line, in order to prevent errors, in an embodiment, the method further includes determining whether the solved line target value is within a preset threshold range. The above-mentioned preset threshold range may be a maximum range of the empirically derived voltage stabilizing target value based on original experience. If the obtained line target value is not in the preset threshold range, the error of each data on the whole line is considered to exist, the obtained line target value is not credible, and the voltage-stabilizing target value applied to each traction substation is adjusted to be the preset general voltage-stabilizing target value. Although the line target value which is not needed to be solved can lead to smaller line loss, the preset general voltage stabilizing target value at least can ensure that the whole energy feedback process can be smoothly carried out, and no further waste of energy is caused.
Specifically, for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further includes: and judging the number of the brake trains in the two power supply intervals taking the traction substation as one end.
Taking the substation 222 as an example, in an embodiment, in a power supply section taking the substation 222 as one end, that is, in a case where only one train of brake trains exists in the power supply sections a-B and B-C, for example, only the train 211 is a brake train, it is determined that the line voltage stabilizing value with the minimum line loss of the line I in the section a-B is the voltage stabilizing target value of the substation 222 directly according to the brake train 211.
In another embodiment, in response to a plurality of brake trains existing in two power supply intervals taking the traction substation as one end, it is further determined whether the plurality of brake trains are all in the same power supply interval. If the trains are all in the same power supply section, taking power supply sections a-B as an example, it is described that the trains 211 and 212 are both brake trains at this time. According to the above description, the line voltage regulation values U that minimize the line loss of the line I in the section a-B have been determined based on the trains 211, respectively 211 And determining a line voltage regulation value U based on the train 212 that minimizes line loss of line II for the interval A-B 212 . For the substation 222, there are two line voltage levels U at this time 211 And U 212 Therefore, it is necessary to further determine the voltage stabilizing target value finally applied to the power substation 222.
Specifically, after confirming that the line voltage-stabilizing value U is obtained 211 And U 212 Then, based on the line voltage stabilizing value U 211 And U 212 Respectively 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 U 211 Calculating the sum of line losses of lines I and II in the power supply interval A-B based on the line voltage stabilizing value U 212 The sum of the line losses of the lines I and II in the power supply section a-B is calculated, and then the one line voltage stabilizing value that makes the sum of the line losses of the lines I and II small in the power supply section a-B is determined as the voltage stabilizing target value that is finally applied to the power substation 222.
It can be understood that the line voltage stabilizing value and the line loss P of the power supply line where the brake train is located loss The relation between the two is:
wherein U is l And U r The circuit voltage stabilizing values of the traction substation are respectively applied to the two ends of the power supply section where the brake train is located. For the above embodiment, for a single train, U l And U r Identical, i.e. U 211 Or U (U) 212 。
Based on the relationship between the line voltage stabilizing value and the line loss and the line voltage stabilizing value U 211 Calculating the sum of the line losses of lines I and II in the power supply interval a-B further comprises: in U shape 211 Is U (U) l And U r The port voltage of train 211 is U t Resistor R at two ends of train 211 l And R is r Calculating the loss of the power supply section A-B line I and U 211 Is U (U) l And U r The port voltage of train 212 is U t Resistor R at two ends of train 212 l And R is r The loss of supply interval a-B line II is calculated and then the two are added. Based on line voltage-stabilizing value U 212 The calculation mode of the method is similar and will not be repeated.
The voltage stabilizing target value which is finally applied to each traction substation and determined according to the mode can enable the line loss of each power supply section to be minimum, so that the possibility is provided for reducing the line loss of the whole power supply network.
In another embodiment, in response to a plurality of brake trains existing in two power supply intervals taking the traction substation as one end, it is further determined whether the plurality of brake trains are all in the same power supply interval. If the trains are not all within the same power supply section, that is, if the trains 211 and 213 are brake trains, the line voltage regulation value U that minimizes the line loss of the line I in the section a-B has been determined based on the train 211, respectively, according to the above description 211 And determining a line voltage regulation value U for minimizing line loss of line I in section B-C based on train 213 213 . For the substation 222, there are two line voltage levels U at this time 211 And U 213 Therefore, it is necessary to further determine the voltage stabilizing target value finally applied to the power substation 222.
Specifically, after confirming that the line voltage-stabilizing value U is obtained 211 And U 213 Then, based on the line voltage stabilizing value U 211 And U 213 Calculating the total loss of the line between the two continuous power supply sections A-B and B-C in the state of the line voltage stabilizing value, namely based on the line voltage stabilizing value U 211 Calculating the sum of the line losses of the power supply interval A-B and the power supply interval B-C based on the line voltage stabilizing value U 212 The sum of the line losses of the power supply sections a-B and B-C is calculated, and then the one line voltage regulation value that makes the sum of the line losses of the power supply sections a-B and B-C small is determined as the voltage regulation target value that is finally applied to the power substation 222.
It can be understood that the line voltage stabilizing value and the line loss P of the power supply line where the brake train is located loss The relation between the two is:
wherein U is l And U r The circuit voltage stabilizing values of the traction substation are respectively applied to the two ends of the power supply section where the brake train is located. For the above embodiment, for a single train, U l And U r Identical, i.e. U 211 Or U (U) 213 。
Based on the relationship between the line voltage stabilizing value and the line loss and the line voltage stabilizing value U 211 Calculating the sum of the line losses for the power supply interval a-B and the power supply interval B-C further comprises: in U shape 211 Is U (U) l And U r The port voltage of train 211 is U t Resistor R at two ends of train 211 l And R is r Calculating the loss of the power supply interval A-B and U 211 Is U (U) l And U r The port voltage of train 213 is U t Resistor R at two ends of train 213 l And R is r The loss of the supply interval B-C is calculated and then the two are added. Based on line voltage-stabilizing value U 213 The calculation mode of the method is similar and will not be repeated.
The final voltage stabilizing target value applied to each traction substation determined according to the mode can minimize the line loss of two continuous power supply intervals, thereby providing possibility for reducing the line loss of the whole power supply network. It can be understood that when a brake train exists in two continuous power supply intervals, the voltage stabilizing target values of the power substations applied to the two ends of the same power supply interval are different, but balance of bus voltage is finally ensured according to energy feedback, so that the whole network coordination and dispatching optimization function are realized.
In the above embodiment, if a plurality of brake trains are not all in the same power supply section, and there are a plurality of brake trains, for example, trains 211, 212 and 213, in any one of the two power supply sections, it will be understood that, when determining the voltage stabilizing target value that minimizes the total line loss in the two power supply sections, the line voltage stabilizing value that minimizes the line loss in the two power supply sections may be determined based on the plurality of trains in the same power supply section in advance, and finally the line voltage stabilizing value that minimizes the line loss in the two power supply sections may be determined based on the line voltage stabilizing value that minimizes the line loss in the two power supply sections.
That is, for trains 211, 212 and 213 and their corresponding line voltage levels U 211 、U 212 And U 213 Line voltage regulation values applied to the A-B interval are first determined, e.g. to A-The line voltage stabilizing value in the section B is the line voltage stabilizing value U 211 Then based on the line voltage-stabilizing value U 211 And line voltage-stabilizing value U 213 A regulated target value is determined for application to point B, i.e., substation 222. By determining the optimal voltage stabilizing value in the interval in advance, the operation amount of 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 voltage stabilizing target value provided by the invention, when a plurality of brake trains exist in a special condition, for example, the brake trains exist in the uplink and the downlink networks in the same section at the same time, the line loss can be calculated by the voltage stabilizing target value capable of feeding which is calculated by the corresponding power supply section of the uplink network, then the line loss can be calculated by the voltage stabilizing target value capable of feeding which is calculated by the corresponding power supply section of the downlink network, the loss in two modes is compared, and the voltage stabilizing target value capable of feeding which is corresponding to the small loss is selected.
If a brake car exists in two continuous sections, the voltage stabilizing target value of the intermediate traction substation calculates two power supply section losses according to the voltage obtained by calculating the first power supply section, then the voltage stabilizing target value calculates two section losses according to the voltage obtained by calculating the second power supply section, the losses calculated in the two modes are compared, and finally the voltage corresponding to the voltage which is small in the loss can be selected by the voltage stabilizing target value of the intermediate traction substation.
In another embodiment, if the calculated value of the feedback voltage stabilizing target determined according to the above method exceeds the preset normal range, the calculated value is not adopted, and the preset normal voltage stabilizing value is used for voltage stabilization.
According to the method for determining the voltage stabilizing target value, provided by the invention, the adjustment calculation of the feedback voltage stabilizing threshold value can be performed by traction of the acquired information at the two sides of the power supply interval without using train information; the self-adaptive adjustment strategy of the feedback threshold can save a great deal of cost of on-site manual adjustment and difficulty of debugging work; the purpose of reducing line loss and realizing energy saving is achieved by dynamically adjusting the voltage stabilizing value through the energy feedback; the optimization idea in the invention can also be used for optimizing the energy consumption of the railway network.
In another aspect, the present invention further provides a device for determining a voltage stabilizing target value, which is used for determining a voltage stabilizing target value of energy feedback of each traction substation on a train power supply network, referring to fig. 3, fig. 3 shows a schematic diagram of the determining device. As shown in fig. 3, the determining apparatus 300 includes a processor 310 and a memory 320. The processor 310 of the determining apparatus 300 can implement the above-described method for determining the target value of the voltage regulation when executing the computer program stored in the memory 320, and the above description of the method for determining the target value of the voltage regulation is specifically referred to and will not be repeated here.
The invention also provides an energy feedback method applied to a train power supply network, comprising the following steps: monitoring the voltage of a direct current traction power supply network; responding to the existence of the braking train so that the voltage of the direct current traction power supply network is larger than the voltage stabilizing target value, and feeding back the braking energy generated by the braking train to the alternating current traction power supply network; wherein the above-described voltage regulation target value is determined by the above-described determination method of the voltage regulation target value. In the above embodiment, the determination of the voltage stabilizing target value does not need to be manually adjusted and then an additional redundancy is added, but the voltage stabilizing target value is dynamically adjusted, so that a great amount of cost for on-site manual adjustment and difficulty in 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 feeders) 231, 232, 233 are disposed at the substations 221, 222, 223, respectively, and by monitoring the dc traction grid voltage, when the traction grid voltage exceeds the starting value due to train braking, the energy feeders 231, 232, 233 feed back braking energy to the ac traction grid, thereby stabilizing the dc traction grid voltage, limiting the train voltage not to exceed the limiting value, and ensuring the safety of the train. In another aspect of the present invention, the energy feedback device triggers the determination that the starting value of the braking energy fed back to the ac traction grid is the voltage stabilizing target value as described above. According to the energy feedback device provided by the invention, the adjustment calculation of the feedback voltage stabilizing threshold can be performed by traction of the acquired information at two sides of the power supply section without using train information; the self-adaptive adjustment strategy of the feedback threshold can save a great deal of cost of on-site manual adjustment and difficulty of debugging work; the purpose of reducing line loss and realizing energy saving is achieved by dynamically adjusting the voltage stabilizing value through the energy feedback; the optimization idea in the invention can also be used for optimizing the energy consumption of the railway transportation network.
The present invention also provides a computer storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the above-described method of diagnosing a wheel lock failure of a high-speed train applied to a train control device. Please refer to the above description of the method for diagnosing the locking failure of the wheel of the high-speed train applied to the train control device, and the description thereof will not be repeated here.
Thus far, the method and the device for determining the voltage stabilizing target value, the energy feedback method, the energy feedback device and the computer storage medium provided by the invention have been described. According to the method and the device for determining the voltage stabilizing target value, the energy feedback method, the energy feedback device and the computer storage medium provided by the invention, the adjustment and calculation of the voltage stabilizing threshold can be carried out by pulling the acquired information at two sides of the power supply section without using train information; the self-adaptive adjustment strategy of the feedback threshold can save a great deal of cost of on-site manual adjustment and difficulty of debugging work; the purpose of reducing line loss and realizing energy saving is achieved by dynamically adjusting the voltage stabilizing value through the energy feedback; the optimization idea in the invention can also be used for optimizing the energy consumption of the railway transportation 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 (disk) as used herein include Compact Disc (CD), laser disc, optical disc, digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disk) usually reproduce data magnetically, while discs (disk) 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 controlled by the appended claims and not limited to the specific constructions and components of the above-described embodiments. Various changes and modifications to the embodiments may be made by those skilled in the art within the spirit and scope of the invention, and such changes and modifications are intended to be included within the scope of the invention.
Claims (14)
1. A method for determining a regulated target value for energy feedback of a plurality of traction substations on a train power supply network, the method comprising:
respectively acquiring feeder line currents and bus voltages of a plurality of traction substations;
judging whether a braking train is braking or not based on the acquired feeder currents of the traction substation;
in response to the existence of a brake train, based on bus voltage, feeder current and length of a traction substation at two ends of a power supply section where the brake train is positioned, unit resistances of a traction power supply network and train tracks, respectively determining resistances R between the brake train and the traction substation at two ends l And R is r And the port voltage U of the brake train t ；
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 section where the braking train is located t ；
Based on the resistance R l And R is r The port voltage U t The brake electricityStream I t Determining a line voltage stabilizing value U which minimizes the line loss of the power supply line;
and determining voltage stabilizing target values of corresponding traction substations applied to two ends of a power supply section where each train is positioned based on the line voltage stabilizing value U so as to minimize line loss of the train power supply network, wherein the voltage stabilizing target values applied to each traction substation are related to the acquired feeder current and bus voltage of the traction substation.
2. The determination method of claim 1, wherein determining whether there is a braking train being braked further comprises:
judging whether the current directions of the acquired feeder currents of two adjacent traction substations forming the same power supply line are all negative directions of inflow buses; and
and judging that a train exists in a power supply interval between the two adjacent traction power transformation stations in response to the fact that the current directions of feeder line currents forming the same power supply line are all negative directions.
3. The method of determining as claimed in claim 1, wherein for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further comprises:
judging the number of brake trains existing in two power supply intervals taking the traction substation as one end; and
and in response to the fact that only one train of brake trains exists in two power supply intervals taking the traction substation as one end, determining the voltage stabilizing target value as a line voltage stabilizing value determined based on the brake trains.
4. The method of determining as claimed in claim 1, wherein for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further comprises:
judging the number of brake trains existing in two power supply intervals taking the traction substation as one end;
responding to the existence of a plurality of brake trains in two power supply intervals taking the traction substation as one end, and further judging whether the plurality of 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,
calculating the line loss of the power supply section according to the voltage stabilizing value of each line determined based on each train of brake trains; and
Determining the voltage stabilizing target value as a line voltage stabilizing value which minimizes the line loss of the power supply interval; wherein the method comprises the steps of
The line loss of the power supply interval is the sum of the line losses of the power supply lines where all the brake trains are located in the power supply interval.
5. The method of determining as claimed in claim 1, wherein for each traction substation, determining the voltage stabilizing target value based on the line voltage stabilizing value applied to the traction substation further comprises:
judging the number of brake trains existing in two power supply intervals taking the traction substation as one end;
responding to the existence of a plurality of brake trains in two power supply intervals taking the traction substation as one end, and further judging whether the plurality of 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,
calculating the total line loss of the two power supply intervals respectively according to the voltage stabilizing values of each line determined based on each train of brake 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 method comprises the steps of
The total line loss of the two power supply intervals is the sum of the line loss of the power supply lines where all the brake trains are located in the two power supply intervals.
6. The method of determining of claim 5, wherein calculating the total line loss for the two power supply intervals, respectively, further comprises:
in response to the presence of multiple trains within either of the two power intervals,
calculating the line loss of the power supply section of the plurality of brake trains with each line voltage stabilizing value determined based on each brake train in the power supply section of the plurality of brake trains;
determining a section voltage stabilizing value which minimizes the line loss of the power supply section where a plurality of brake trains exist from the respective line voltage stabilizing values; and
responding to the existence of a plurality of trains in 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 alternatively
And in response to the fact that only a single-train brake train exists in the other of the two power supply intervals, calculating the total line loss of the two power supply intervals respectively according to the interval voltage stabilizing value of one power supply interval and the line voltage stabilizing value determined by the single-train brake train in the other power supply interval.
7. The determination method according to claim 1, wherein the resistance R is determined l And R is r Further comprises:
Determining the port voltage U t Further comprises:
determining the braking current I t Further comprises:
I t ＝I 1 +I 2 the method comprises the steps of carrying out a first treatment on the surface of the Wherein the method comprises the steps of
U left And U right Bus voltages of traction substations at two ends of a power supply section where the brake train is positioned respectively, I 1 And I 2 Respectively isThe feeder current of traction substation at two ends of the power supply section where the brake train is positioned, r 1 And r 2 The unit resistances are respectively the traction power supply network and the train track; l is the length of the power supply section.
8. The determination method according to claim 1, wherein the resistance R is based on l And R is r The port voltage U t The braking current I t Determining the line voltage regulator U further includes:
9. the method of determining as claimed in claim 1, wherein the line voltage regulation value is equal to a line loss P of a power supply line in which the brake train is located loss The relation between the two is:
wherein the method comprises the steps of
U l And U r The circuit voltage stabilizing values of the traction substation are respectively applied to the two ends of the power supply section where the brake train is located.
10. The determination method according to claim 1, wherein the determination method further comprises:
judging whether the determined voltage stabilizing target value applied to each traction substation exceeds a preset threshold range or not; and
and adjusting the voltage stabilizing target value applied to each traction substation to be a preset voltage stabilizing target value in response to the determined voltage stabilizing target value applied to each traction substation exceeding a preset threshold range.
11. A determination device of a steady-state target value, characterized in that the determination device comprises:
a memory; and
a processor coupled to the memory; wherein the method comprises the steps of
The processor is configured to implement the steps of the method of determining a regulated voltage target value according to any one of claims 1 to 10.
12. The energy feedback method is applied to a train power supply network and is characterized by comprising the following steps of:
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 braking energy generated by the brake train to the alternating current traction power supply network; wherein the method comprises the steps of
The regulated target value is determined by a method for determining a regulated target value according to any one of claims 1 to 10.
13. 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 braking energy generated by the brake train to the alternating current traction power supply network; wherein the method comprises the steps of
The regulated target value is determined by a method for determining a regulated target value according to any one of claims 1 to 10.
14. A computer readable medium having stored thereon computer readable instructions which, when executed by a processor, implement the steps of the method of determining a regulated target value according to any one of claims 1-10.
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| CN106218447A (en) * | 2016-08-16 | 2016-12-14 | 深圳市禾望电气股份有限公司 | A kind of control method that can present type traction power set and system |
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| CN104986057A (en) * | 2015-07-22 | 2015-10-21 | 北京交通大学 | Negative voltage backflow DC supply system for track traffic |
| CN106218447A (en) * | 2016-08-16 | 2016-12-14 | 深圳市禾望电气股份有限公司 | A kind of control method that can present type traction power set and system |
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