CN115693765A - Active power reverse transmission control system and control method for urban rail transit - Google Patents
Active power reverse transmission control system and control method for urban rail transit Download PDFInfo
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Abstract
The invention discloses an active power reverse transmission control system for urban rail transit, which comprises a control center, a subway energy feedback device, a main transformer station and N traction transformer stations, wherein N is more than or equal to 2; the control center is located in the main transformer substation, and the subway energy feedback device is located in the traction transformer substation. The active power reverse transmission control method comprises the following steps: the control center respectively monitors the active power of the I section bus and the II section bus of the main transformer station; if active power reverse transmission occurs in a certain section of bus, the subway energy feedback device is controlled to feed back the starting threshold, the feedback power is transferred to another section of bus, and the active power reverse transmission phenomenon of the section of bus is inhibited. The invention balances the loads of the I section bus and the II section bus of the main transformer station by adopting a feedback power transfer mode, can still effectively inhibit the main and all power transmission phenomena under the condition that the on-board resistance of the whole subway train is cancelled, and improves the energy-saving effect of the urban rail power supply system.
Description
Technical Field
The invention relates to an active power reverse transmission control system, in particular to an active power reverse transmission control system and a control method for urban rail transit.
Background
At present, the problems of loss, heating, noise, tunnel environment temperature rise and the like caused by the train-mounted resistor of the subway train are solved, and the train-mounted resistor of the whole subway train is removed. After the vehicle-mounted resistor of the whole subway train is removed, the braking energy generated when the subway train brakes cannot be consumed, and the power fed back to the power grid through the subway energy device is continuously increased. In the initial stage of subway operation and for suburban lines, because the load of a main transformer station is low, the feedback power of a subway energy feedback device is large, the phenomenon of active power back-transmission of the main transformer station frequently occurs, and the proportion of the amount of the active power back-transmission electric quantity to the total amount of the energy feedback electric quantity of the whole subway is large. Because the electric quantity that main transformer substation active was sent backward can not measure, the energy-conserving income of very big reduction subway company reduces the energy-conserving index of urban rail power supply system.
In the prior art, in order to solve the problem of active power back-off of a main transformer station of an urban rail power supply system, two schemes of limiting subway energy feedback device power and setting an energy storage device are mainly adopted. For example, in the method proposed in patent CN111490535A, when active power back-off occurs in the main substation, the power of the subway energy back-off device is limited, and the redundant back-off power is consumed by the on-board resistor, so as to reduce the main and all active power back-off powers, but this method, on one hand, causes energy loss, is not energy-saving and uneconomical, and on the other hand, is not suitable for the line of the whole train where the on-board resistor is cancelled. The scheme that the energy storage device is arranged in the main transformer substation or the traction substation increases equipment investment on one hand, and is difficult to modify and implement aiming at the operated line on the other hand.
Disclosure of Invention
The purpose of the invention is as follows: the invention aims to provide an urban rail transit active power back-transfer control system and method which can effectively inhibit the phenomenon of active power back-transfer of a main transformer station and cannot cause energy loss.
The technical scheme is as follows: the active power reverse transmission control system for the urban rail transit comprises a control center, N subway energy feedback devices, a main transformer substation, N traction substations and a direct-current power supply network, wherein N is more than or equal to 2;
the main transformer station adopts a single bus sectional wiring mode and is connected with a power grid inlet wire and a medium voltage power supply network; the N traction substations adopt single bus section wiring to connect the medium-voltage power supply network and the direct-current power supply network;
the control center is positioned in the main transformer substation and monitors the active power of the I section bus and the II section bus of the main transformer substation in real time; each traction substation is internally provided with a set of traction rectifier set and a subway energy feedback device, and the subway energy feedback devices of adjacent traction substations are connected to buses of different sections of the traction substation; the direct current power supply network mainly comprises a contact network and steel rails, and the anode and the cathode of each traction substation are respectively connected with the contact network and the steel rails.
Further, the control center is communicated with each subway energy feedback device through a real-time communication network.
Further, the control center adjusts the starting threshold of each subway energy feedback device in real time through a communication network.
The control method of the active power reverse transmission control system for the urban rail transit comprises the following steps:
s1, the control center monitors active power of a main transformer station I section bus and an active power of a main transformer station II section bus in real time, and obtains feedback power and a starting threshold value of each subway energy feedback device in real time;
s2, when the control center monitors that active backward transmission occurs on a certain section of bus, determining a subway energy feedback device needing to participate in the active backward transmission according to the feedback power of the subway energy feedback device;
s3, the control center increases a starting threshold of the subway energy feedback device participating in active power back-off, reduces a starting threshold of the subway energy feedback device of the adjacent traction substation, enables feedback power to be transferred to the subway energy feedback device of the adjacent traction substation, and sends the feedback power to a corresponding load of another section of bus of the main transformer substation;
and S4, when the control center monitors that the active power reverse feeding phenomenon disappears, gradually restoring the subway energy feedback device participating in the active power reverse feeding to start the threshold to an initial value.
Further, in step S2, when the control center monitors that active backward transmission occurs on a certain section of bus, the subway energy feedback device with feedback power greater than K times of rated power is determined as participating in the active backward transmission, and the value range of K is 0.2-1.
Further, in the step S3, the control center gradually increases a starting threshold of the subway energy feedback device participating in active power back-off, and an upper limit does not exceed a set voltage for safe operation of the train; meanwhile, the starting threshold of the subway energy feedback device of the adjacent station is gradually reduced, and the lower limit is not lower than the set idle network voltage of the traction rectifier unit.
Compared with the prior art, the invention has the following remarkable effects:
through adopting the mode that the repayment work shifted, balanced main transformer substation I section generating line and II section generating line load, under the condition that the on-board resistance was cancelled to the whole line train, effectively solve main transformer substation's active and send the problem backward, improve city rail power supply system energy-conserving income to do not need to increase extra energy storage equipment, whole scheme implementation changes for a short time, easily application and popularization.
Drawings
FIG. 1 is a schematic diagram of an active power reverse transmission control system of urban rail transit according to the invention;
FIG. 2 is a schematic diagram of a control method of the active power reverse transmission control system of the urban rail transit;
the reference numbers in the figures illustrate: 1. a first main substation transformer; 2. a second main substation transformer; 3. a control center; 4. a first traction rectifier set; 5. a first subway energy feedback device; 6. a second subway energy feedback device; 7. a second traction rectifier set; 8. an Nth traction rectifier unit; 9. an Nth subway energy feedback device; 10. a first main transformer station I section 110kV incoming line; 11. a first main transformer station 110kV bus tie switch; 12. a second main transformer station II section 110kV incoming line; 13. a main power station; 14. a first traction substation 35kV I section bus; 15. a first traction substation 35kV bus tie switch; 16. a first traction substation 35kV II section bus; 17. a second traction substation 35kV I section bus; 18. a second traction substation 35kV bus tie switch; 19. a second traction substation 35kV II section bus; 20. an Nth traction substation 35kV I section bus; 21. an Nth traction substation 35kV bus tie switch; 22. an Nth traction substation 35kV II section bus; 23. a first traction substation; 24. a second traction substation; 25. an Nth traction substation; 26. a direct current contact network; 27. a steel rail.
Detailed Description
The invention is described in further detail below with reference to the drawings and the detailed description.
The active power transmission control system comprises a control center 3, N subway energy feedback devices, a main power substation 13 and N traction power substations, wherein N is more than or equal to 2. The control center 3 and each subway energy feedback device are communicated with each other through a real-time communication network. Meanwhile, the control center 3 adjusts the starting threshold of each subway energy feedback device in real time through the communication network. The main transformer station adopts a single bus sectional wiring mode and is connected with a power grid inlet wire and a medium voltage power supply network; and the N traction substations adopt single bus section wiring to connect the medium-voltage power supply network and the direct-current power supply network. The control center is positioned in the main transformer substation and monitors the active power of the I section bus and the II section bus of the main transformer substation in real time; each traction substation is internally provided with a set of traction rectifier set and a subway energy feedback device, and the subway energy feedback devices of adjacent traction substations are connected to buses of different sections of the traction substation; the direct current power supply network mainly comprises a contact network and steel rails, and the positive electrode and the negative electrode of each traction substation are respectively connected with the contact network and the steel rails.
As shown in fig. 1, the active power back-off control system of the present invention includes a control center 3, a first subway energy feedback device 5, a second subway energy feedback device 6, an nth subway energy feedback device 9, a main transformer station 13, a first traction substation 23, a second traction substation 24, and an nth traction substation 25. A first traction rectifier set 4 and a first subway energy feedback device 5 are arranged in the first traction substation 23, a second subway energy feedback device 6 and a second traction rectifier set 7 are arranged in the second traction substation 24, and an Nth traction rectifier set 8 and an Nth subway energy feedback device 9 are arranged in the Nth traction substation 25. A first main transformer station I section 110kV inlet wire 10 and a second main transformer station II section 110kV inlet wire 12 are connected through a first main transformer station 110kV bus coupler switch 11, and a first traction transformer station 35kV I section bus 14 and a first traction transformer station 35kV II section bus 16 are connected through a first traction transformer station 35kV bus coupler switch 15; and the second traction substation 35kV I section bus 17 is connected with the second traction substation 35kV II section bus 19 through a second traction substation 35kV bus coupler switch 18. The first traction rectifier set 4 is connected with a first traction substation 35kV I section bus 14, and the first subway energy feedback device 5 is connected with a first traction substation 35kV II section bus 16; the second subway energy feedback device 6 is connected with a 35kV I section bus 17 of a second traction substation, and the second traction rectifier unit 7 is connected with a 35kV II section bus 19 of the second traction substation; the Nth traction rectifier unit 8 is connected with a 35kV I section bus 20 of the Nth traction substation, and the Nth subway energy feedback device 9 is connected with a 35kV II section bus 22 of the Nth traction substation.
The incoming line side of a main transformer station 13 is connected with a main transformer station I section 110kV incoming line 10 and a main transformer station II section 110kV incoming line 12, the outgoing line side is connected with a first traction transformer station 35kV I section bus 14 and a first traction transformer station 35kV II section bus 16, and the buses adopt a single bus section wiring mode to connect a power grid incoming line and a medium voltage power supply network. Taking the first traction substation 23 as an example, the incoming line side is connected with a first traction substation 35kV I-section bus 14 and a first traction substation 35kV II-section bus 16, the positive and negative poles of the outgoing line side are respectively connected with a direct current contact net 26 and a steel rail 27, and the incoming line side bus adopts a single bus section connection mode.
A first main transformer station transformer 1, a second main transformer station transformer 2 and a control center 3 are positioned in a main transformer station 13, and the control center 3 simultaneously monitors the main transformer station I section 110kV inlet wire 10 and the main transformer station II section 110kV inlet wire 12 corresponding to main transformer high-voltage side active power; the first subway energy feedback device 5 is positioned in a first traction substation 23, and the adjacent second subway energy feedback device 6 is positioned in a second traction substation 24 and is alternately connected to a first traction substation 35kV I section 14 and a first traction substation 35kV II section bus 16;
the control center 3 is communicated with a first subway energy feedback device 5, a second subway energy feedback device 6, a third subway energy feedback device 8230and an Nth subway energy feedback device 9 to obtain the feedback power value and the starting threshold parameter of the subway energy feedback devices of all stations in real time. The initial value of the starting threshold of each subway energy feedback device is 1750V.
As shown in fig. 2, the control center 3 of the present invention performs the main substation active power back-transfer suppression according to the following steps:
step 1, when monitoring that active power corresponding to a first main transformer station I section 110kV incoming line 10 is less than 0, a control center 3 immediately checks feedback power of a subway energy feedback device corresponding to the first main transformer station I section 110kV incoming line 10; determining a subway energy feedback device with the feedback power more than 0.5 times of rated power as a subway energy feedback device participating in active power transmission;
And step 3, when the active power of the 110kV incoming line 10 of the first main substation I section is monitored to be larger than 0 by the control center, gradually restoring the starting threshold of the subway energy feedback devices participating in active power reverse transmission and adjacent stations to an initial value 1750V.
The above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same, and various modifications or changes made with reference to the above embodiments are within the scope of the present invention.
Claims (6)
1. An active power reverse transmission control system for urban rail transit is characterized by comprising a control center, N subway energy feedback devices, a main transformer station, N traction transformer stations and a direct current power supply network, wherein N is more than or equal to 2;
the main transformer station adopts a single bus sectional wiring mode and is connected with a power grid inlet wire and a medium voltage power supply network; the N traction substations adopt single bus section wiring to connect the medium-voltage power supply network and the direct-current power supply network;
the control center is positioned in the main transformer substation and monitors active power of a section I bus and a section II bus of the main transformer substation in real time; each traction substation is internally provided with a set of traction rectifier set and a subway energy feedback device, and the subway energy feedback devices of adjacent traction substations are connected to buses of different sections of the traction substation; the direct current power supply network mainly comprises a contact network and steel rails, and the anode and the cathode of each traction substation are respectively connected with the contact network and the steel rails.
2. The active power back-off system for urban rail transit according to claim 1, wherein the control center communicates with each subway energy feedback device through a real-time communication network.
3. The active power back-off system for urban rail transit according to claim 1, wherein the control center adjusts a start threshold of each subway energy feedback device in real time through a communication network.
4. The control method of the active power reverse transmission control system of the urban rail transit according to any one of claims 1 to 3, characterized by comprising the following steps:
s1, the control center monitors active power of a main transformer station I section bus and an active power of a main transformer station II section bus in real time, and obtains feedback power and a starting threshold value of each subway energy feedback device in real time;
s2, when the control center monitors that active backward transmission occurs on a certain section of bus, determining a subway energy feedback device needing to participate in the active backward transmission according to the feedback power of the subway energy feedback device;
s3, the control center increases a starting threshold of the subway energy feedback device participating in active power reverse transmission, reduces the starting threshold of the subway energy feedback device of the adjacent traction substation, enables feedback power to be transferred to the subway energy feedback device of the adjacent traction substation, and sends the feedback power to the corresponding load of the other section of bus of the main substation;
and S4, when the control center monitors that the active power reverse feeding phenomenon disappears, gradually restoring the subway energy feedback device participating in the active power reverse feeding to start the threshold to an initial value.
5. The method as claimed in claim 4, wherein in step S2, when the control center monitors that active backward transmission occurs on a certain section of bus, the subway energy feedback device with feedback power greater than K times the rated power is determined to participate in the active backward transmission, and the value of K is in the range of 0.2 to 1.
6. The method for controlling the active power back-off control system of the urban rail transit system according to claim 4, wherein in step S3, the control center gradually increases a starting threshold of the subway energy feedback device participating in the active power back-off, and an upper limit of the starting threshold does not exceed a set voltage for safe operation of a train; meanwhile, the starting threshold of the subway energy feedback device of the adjacent station is gradually reduced, and the lower limit is not lower than the set idle network voltage of the traction rectifier unit.
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| CN202211319739.XA CN115693765A (en) | 2022-10-26 | 2022-10-26 | Active power reverse transmission control system and control method for urban rail transit |
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| CN202211319739.XA CN115693765A (en) | 2022-10-26 | 2022-10-26 | Active power reverse transmission control system and control method for urban rail transit |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117458503A (en) * | 2023-12-26 | 2024-01-26 | 中铁电气化勘测设计研究院有限公司 | Energy interaction method and system for urban rail transit power supply system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117458503A (en) * | 2023-12-26 | 2024-01-26 | 中铁电气化勘测设计研究院有限公司 | Energy interaction method and system for urban rail transit power supply system |
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