CN210667412U - High-speed rail comprehensive energy utilization system experiment platform - Google Patents
High-speed rail comprehensive energy utilization system experiment platform Download PDFInfo
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- CN210667412U CN210667412U CN201921517832.5U CN201921517832U CN210667412U CN 210667412 U CN210667412 U CN 210667412U CN 201921517832 U CN201921517832 U CN 201921517832U CN 210667412 U CN210667412 U CN 210667412U
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Abstract
An experimental platform of a high-speed rail comprehensive energy utilization system comprises an equivalent traction power supply system, a left equivalent locomotive, a right equivalent locomotive and a back-to-back converter device. The equivalent traction power supply system comprises traction transformers T1 and T2 and autotransformers AT1, AT2, AT3 and AT 4. The left equivalent locomotive comprises an isolation transformer T5, a pre-charging module P3, a four-quadrant converter C7, an adjustable load L2 and a direct current power supply D2. The right equivalent locomotive is similar to the left equivalent locomotive in structure. The back-to-back converter device comprises isolation transformers T3 and T4, pre-charging modules P1 and P2 and four-quadrant converters C1 and C2. The system further comprises an energy storage device, a new energy power generation device, an inversion feedback device and a control system. The utility model discloses can simulate high-speed railway and pull energy storage, the contravariant repayment of power supply system regenerative braking energy and utilize, the new forms of energy consumption can be used to energy memory, contravariant repayment device, new forms of energy power generation facility's energy management strategy, control method to verify, low cost is convenient for improve the optimization.
Description
Technical Field
The utility model relates to a high-speed railway technical field, especially a high-speed railway comprehensive energy utilization system experiment platform.
Background
The motor train unit of the high-speed railway preferentially adopts a regenerative braking mode in the braking process, and a large amount of regenerative braking energy is generated. According to statistics, the regenerative braking energy which can be generated by the motor train unit from Beijing south to Tianjin every day is about 33.291MWh, and the regenerative braking energy which can be generated every year is up to 120 GWH. Only a small part of the regenerative braking energy is consumed by other traction motor train units and braking resistors, and the rest most of the regenerative braking energy is returned to the power grid through the traction transformer. Because the electric network implements the charging principle of return and non-counting, the return of the regenerative braking energy to the electric network is free.
The high-speed rail in China is wide in distribution, part of local power grids along the railway are weak, but renewable energy sources (such as solar energy, wind energy and the like) are abundant, the operation load of the local power grids for supporting the high-speed rail is large, the renewable energy sources cannot be completely consumed, the phenomena of wind and light abandoning are serious, and energy waste is caused. How to introduce renewable energy sources into railways for consumption and reduce the power supply burden of local power grids is also a problem faced at present.
The technical scheme aiming at the utilization of the regenerative braking energy and the consumption of new energy of the high-speed rail traction power supply system is not applied to engineering, so that the reliability, the safety and the effectiveness of the technical scheme are urgently needed to be verified. Therefore, the real, credible and high-applicability comprehensive energy utilization system experiment platform for the high-speed rail traction power supply system is established, the reliability, safety and effectiveness of the high-speed rail traction power supply system regenerative braking energy utilization and new energy consumption scheme can be verified, and the experimental platform can be used as a teaching experiment platform for related colleges and universities and scientific research units and has very important significance.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a high-speed railway comprehensive energy utilization system experiment platform.
Realize the utility model discloses the technical scheme of purpose as follows:
an experimental platform of a high-speed rail comprehensive energy utilization system comprises an equivalent traction power supply system, a left equivalent locomotive, a right equivalent locomotive, a back-to-back converter device, an energy storage device, a new energy power generation device, an inversion feedback device and a control system;
the equivalent traction power supply system comprises traction transformers T1 and T2 and autotransformers AT1, AT2, AT3 and AT 4; two ends of a primary side of the T1 are respectively connected to an A phase and a B phase of a three-phase power grid, two ends of a secondary side of the T1 are respectively connected to a contact line and a positive feeder of a left power supply arm, and a middle end of the secondary side of the T1 is connected to a steel rail; two ends of a primary side of the T2 are respectively connected to a phase C and a phase B of a three-phase power grid, two ends of a secondary side of the T2 are respectively connected to a contact line and a positive feeder of a right power supply arm, and a middle end of the secondary side of the T2 is connected to a steel rail; two ends of AT1 and AT2 are respectively connected to a contact line and a positive feeder of the left power supply arm, and the middle end is connected to a steel rail; two ends of AT3 and AT4 are respectively connected to a contact line and a positive feeder of the right power supply arm, and the middle end is connected to a steel rail;
the left equivalent locomotive comprises an isolation transformer T5, a pre-charging module P3, a four-quadrant converter C7, an adjustable load L2 and a direct-current power supply D2; the input end of the T5 is connected to the left power supply arm, the output end is connected to the AC side of the C7 through the P3, and the DC side of the C7 is connected to the L2 and the D2 through the DC breakers K9 and K10 respectively; the P3 comprises an alternating current breaker K7 and a pre-charging resistor R3 which are connected in series, and an alternating current contactor KM3 is also connected in parallel with the R3;
the right equivalent locomotive comprises an isolation transformer T6, a pre-charging module P4, a four-quadrant converter C8, an adjustable load L3 and a direct-current power supply D3; the input end of the T6 is connected to the right power supply arm, the output end is connected to the AC side of the C8 through the P4, and the DC side of the C8 is connected to the L3 and the D3 through the DC breakers K11 and K12 respectively; the P4 comprises an alternating current breaker K8 and a pre-charging resistor R4 which are connected in series, and an alternating current contactor KM4 is also connected in parallel with the R4;
the back-to-back converter device comprises isolation transformers T3 and T4, pre-charging modules P1 and P2, and four-quadrant converters C1 and C2; the input end of the T3 is connected to the left power supply arm, and the output end is connected to the alternating current side of the C1 through the P1; the input end of the T4 is connected to the right power supply arm, and the output end is connected to the alternating current side of the C2 through the P2; the P1 comprises an alternating current breaker K1 and a pre-charging resistor R1 which are connected in series, and an alternating current contactor KM1 is also connected in parallel with the R1; the P2 comprises an alternating current breaker K2 and a pre-charging resistor R2 which are connected in series, and an alternating current contactor KM2 is also connected in parallel with the R2;
the energy storage device comprises a bidirectional DC/DC converter C3 and an energy storage medium S1; one end of the C3 is connected to the DC sides of the C1 and the C2 through an AC breaker K3, and the other end is connected to S1; the energy-saving device also comprises a bidirectional DC/DC converter C4 and an energy storage medium S2; one end of the C4 is connected to the DC sides of the C1 and C2 through a DC breaker K4, and the other end is connected to S2;
the new energy power generation device comprises a unidirectional DC/DC converter C5 and a new energy unit D1; one end of the C5 is connected to the DC sides of the C1 and C2 through a DC breaker K5, and the other end is connected to D1;
the inversion feedback device comprises a bidirectional DC/AC converter C6 and an adjustable load L1; one end of the C6 is connected to the DC sides of the C1 and C2 through a DC breaker K6, and the other end is connected to L1;
the control system is respectively connected to the left equivalent locomotive, the right equivalent locomotive, the back-to-back converter, the energy storage device, the new energy power generation device and the inversion feedback device.
Further, the energy storage medium S1 is any one of a super capacitor, a storage battery and a lithium battery, and the energy storage medium S2 is any one of a super capacitor, a storage battery and a lithium battery.
Further, the new energy unit D1 is a photovoltaic or fuel cell.
Further, the system also comprises a monitoring system; the monitoring system is respectively connected to the control system, the left equivalent locomotive, the right equivalent locomotive, the back-to-back converter, the energy storage device, the new energy power generation device and the inversion feedback device.
Further, the system also comprises a protection system; the protection system is respectively connected to the control system, the left equivalent locomotive, the right equivalent locomotive, the back-to-back converter device, the energy storage device, the new energy power generation device and the inversion feedback device.
The beneficial effects of the utility model reside in that, be used for simulating energy storage, the contravariant repayment of high-speed railway traction power supply system regenerative braking energy and utilize and the operation of new forms of energy consumption device, provide technical support for the engineering application of high-speed railway traction power supply regenerative braking energy utilization and new forms of energy consumption device.
Drawings
FIG. 1 is a schematic structural diagram of an experimental platform.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
As shown in fig. 1, an experimental platform of a high-speed rail comprehensive energy utilization system comprises an equivalent traction power supply system, an equivalent locomotive, a back-to-back converter, an energy storage device, a new energy power generation device, an inversion feedback device, a control system, a monitoring system and a protection system. The equivalent traction power supply system consists of traction transformers T1 and T2, autotransformers AT1, AT2, AT3 and AT 4; primary sides of traction transformers T1 and T2 are electrically connected with a three-phase power grid, and secondary sides of the traction transformers T1 and T2 are electrically connected with autotransformers AT1, AT2, AT3 and AT 4; the autotransformers AT1 and AT2 are electrically connected with a left power supply arm of the equivalent traction power supply system; the autotransformers AT3 and AT4 are electrically connected with the right power supply arm of the equivalent traction power supply system. The equivalent locomotive consists of isolation transformers T5 and T6, pre-charging modules P3 and P4, four-quadrant converters C7 and C8, adjustable loads L2 and L3, and direct-current power supplies D2 and D3; primary sides of isolation transformers T5 and T6 are electrically connected with contact lines and steel rails of secondary sides of traction transformers T1 and T2 respectively, and the secondary sides are electrically connected with pre-charging modules P3 and P4 respectively; the pre-charging modules P3 and P4 respectively comprise an alternating current breaker K7, an alternating current contactor KM3, a pre-charging resistor R3, a breaker K8, an alternating current contactor KM4 and a pre-charging resistor R4; the pre-charging modules P3 and P4 are respectively and electrically connected with the alternating current sides of the four-quadrant current transformer C7 and C8; the direct current side of the four-quadrant converter C7 is respectively connected with an adjustable load L2 and a direct current power supply D2 through direct current breakers K9 and K10; the direct current side of the four-quadrant converter C8 is respectively connected with an adjustable load L3 and a direct current power supply D3 through direct current breakers K11 and K12. The back-to-back converter device consists of isolation transformers T3 and T4, pre-charging modules P1 and P2, and four-quadrant converters C1 and C2; primary sides of isolation transformers T3 and T4 are electrically connected with contact lines and steel rails of secondary sides of traction transformers T1 and T2 respectively, and the secondary sides are electrically connected with pre-charging modules P1 and P2 respectively; the pre-charging modules P1 and P2 respectively comprise an alternating current breaker K1, an alternating current contactor KM1, a pre-charging resistor R1, a breaker K2, an alternating current contactor KM2 and a pre-charging resistor R2; the pre-charging modules P1 and P2 are respectively and electrically connected with the alternating current sides of the four-quadrant current transformer C1 and C2; the direct current sides of the four-quadrant converter C1 and C2 are electrically connected to form a back-to-back structure. The energy storage device consists of direct current breakers K3 and K4, bidirectional DC/DC converters C3 and C4 and energy storage media S1 and S2; the direct current circuit breakers K3 and K4 are respectively electrically connected with the direct current sides of the back-to-back converter devices; the high-voltage sides of the bidirectional DC/DC converters C3 and C4 are electrically connected with the direct-current circuit breakers K3 and K4; the energy storage media S1 and S2 are respectively and electrically connected with the low-voltage sides of the bidirectional DC/DC converters C3 and C4; the energy storage media S1 and S2 can be energy storage elements such as super capacitors, storage batteries and lithium batteries. The new energy power generation device consists of a direct current breaker K5, a unidirectional DC/DC converter C5 and a new energy unit D1; the direct current breaker K5 is electrically connected with the direct current side of the back-to-back converter; the high-voltage side of the unidirectional DC/DC converter C5 is electrically connected with a direct-current breaker K3; the new energy unit D1 is electrically connected with the low-voltage side of the unidirectional DC/DC converter C5; the new energy unit D1 may be a photovoltaic, fuel cell, or other new energy unit. The inversion feedback device consists of an alternating current breaker K6, a DC/AC converter C6 and an adjustable load L1; the direct current breaker K6 is electrically connected with the direct current side of the back-to-back converter; the DC side of the DC/AC converter C6 is electrically connected with a DC breaker K6; the AC side of the DC/AC converter C6 is electrically connected with an adjustable load L1; the adjustable load L1 is used for simulating the load of a 10kV power distribution network of the traction power supply system. The control system is electrically connected with the back-to-back converter, the energy storage device, the new energy power generation device, the inversion feedback device and the equivalent locomotive respectively and is used for controlling the working states of the back-to-back converter, the energy storage device and the new energy power generation device of the equivalent locomotive. The control system may be implemented by a DSP or other microcontroller. The monitoring system is electrically connected with the back-to-back converter, the energy storage device, the new energy power generation device, the inversion feedback device and the equivalent locomotive respectively and is used for monitoring the working states of the back-to-back converter, the energy storage device, the new energy power generation device, the inversion feedback device and the equivalent locomotive. The protection system is electrically connected with the back-to-back converter, the energy storage device, the new energy power generation device, the inversion feedback device and the equivalent locomotive respectively and is used for protecting the operation safety of the back-to-back converter, the energy storage device, the new energy power generation device, the inversion feedback device and the equivalent locomotive.
Claims (5)
1. An experimental platform of a high-speed rail comprehensive energy utilization system is characterized by comprising an equivalent traction power supply system, a left equivalent locomotive, a right equivalent locomotive, a back-to-back converter device, an energy storage device, a new energy power generation device, an inversion feedback device and a control system;
the equivalent traction power supply system comprises traction transformers T1 and T2 and autotransformers AT1, AT2, AT3 and AT 4;
two ends of a primary side of the T1 are respectively connected to an A phase and a B phase of a three-phase power grid, two ends of a secondary side of the T1 are respectively connected to a contact line and a positive feeder of a left power supply arm, and a middle end of the secondary side of the T1 is connected to a steel rail; two ends of a primary side of the T2 are respectively connected to a phase C and a phase B of a three-phase power grid, two ends of a secondary side of the T2 are respectively connected to a contact line and a positive feeder of a right power supply arm, and a middle end of the secondary side of the T2 is connected to a steel rail; two ends of AT1 and AT2 are respectively connected to a contact line and a positive feeder of the left power supply arm, and the middle end is connected to a steel rail; two ends of AT3 and AT4 are respectively connected to a contact line and a positive feeder of the right power supply arm, and the middle end is connected to a steel rail;
the left equivalent locomotive comprises an isolation transformer T5, a pre-charging module P3, a four-quadrant converter C7, an adjustable load L2 and a direct-current power supply D2; the input end of the T5 is connected to the left power supply arm, the output end is connected to the AC side of the C7 through the P3, and the DC side of the C7 is connected to the L2 and the D2 through the DC breakers K9 and K10 respectively; the P3 comprises an alternating current breaker K7 and a pre-charging resistor R3 which are connected in series, and an alternating current contactor KM3 is also connected in parallel with the R3;
the right equivalent locomotive comprises an isolation transformer T6, a pre-charging module P4, a four-quadrant converter C8, an adjustable load L3 and a direct-current power supply D3; the input end of the T6 is connected to the right power supply arm, the output end is connected to the AC side of the C8 through the P4, and the DC side of the C8 is connected to the L3 and the D3 through the DC breakers K11 and K12 respectively; the P4 comprises an alternating current breaker K8 and a pre-charging resistor R4 which are connected in series, and an alternating current contactor KM4 is also connected in parallel with the R4;
the back-to-back converter device comprises isolation transformers T3 and T4, pre-charging modules P1 and P2, and four-quadrant converters C1 and C2; the input end of the T3 is connected to the left power supply arm, and the output end is connected to the alternating current side of the C1 through the P1; the input end of the T4 is connected to the right power supply arm, and the output end is connected to the alternating current side of the C2 through the P2; the P1 comprises an alternating current breaker K1 and a pre-charging resistor R1 which are connected in series, and an alternating current contactor KM1 is also connected in parallel with the R1; the P2 comprises an alternating current breaker K2 and a pre-charging resistor R2 which are connected in series, and an alternating current contactor KM2 is also connected in parallel with the R2;
the energy storage device comprises a bidirectional DC/DC converter C3 and an energy storage medium S1; one end of the C3 is connected to the DC sides of the C1 and the C2 through an AC breaker K3, and the other end is connected to S1; the energy-saving device also comprises a bidirectional DC/DC converter C4 and an energy storage medium S2; one end of the C4 is connected to the DC sides of the C1 and C2 through a DC breaker K4, and the other end is connected to S2;
the new energy power generation device comprises a unidirectional DC/DC converter C5 and a new energy unit D1; one end of the C5 is connected to the DC sides of the C1 and C2 through a DC breaker K5, and the other end is connected to D1;
the inversion feedback device comprises a bidirectional DC/AC converter C6 and an adjustable load L1; one end of the C6 is connected to the DC sides of the C1 and C2 through a DC breaker K6, and the other end is connected to L1;
the control system is respectively connected to the left equivalent locomotive, the right equivalent locomotive, the back-to-back converter device, the energy storage device, the new energy power generation device and the inversion feedback device.
2. The experimental platform of the high-speed rail comprehensive energy utilization system as claimed in claim 1, wherein the energy storage medium S1 is any one of a super capacitor, a storage battery and a lithium battery, and the energy storage medium S2 is any one of a super capacitor, a storage battery and a lithium battery.
3. The experimental platform of the comprehensive energy utilization system for high-speed rails as claimed in claim 1, wherein the new energy unit D1 is a photovoltaic or fuel cell.
4. The experimental platform for the comprehensive energy utilization system of the high-speed rail as claimed in claim 1, further comprising a monitoring system; the monitoring system is respectively connected to the control system, the left equivalent locomotive, the right equivalent locomotive, the back-to-back converter device, the energy storage device, the new energy power generation device and the inversion feedback device.
5. The experimental platform for the comprehensive energy utilization system of the high-speed rail as claimed in claim 1, further comprising a protection system; the protection system is respectively connected to the control system, the left equivalent locomotive, the right equivalent locomotive, the back-to-back converter device, the energy storage device, the new energy power generation device and the inversion feedback device.
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| CN201921517832.5U CN210667412U (en) | 2019-09-12 | 2019-09-12 | High-speed rail comprehensive energy utilization system experiment platform |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110619791A (en) * | 2019-09-12 | 2019-12-27 | 西南交通大学 | High-speed rail comprehensive energy utilization system experiment platform and experiment method thereof |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110619791A (en) * | 2019-09-12 | 2019-12-27 | 西南交通大学 | High-speed rail comprehensive energy utilization system experiment platform and experiment method thereof |
| CN110619791B (en) * | 2019-09-12 | 2024-03-22 | 西南交通大学 | High-speed rail comprehensive energy utilization system experiment platform and experiment method thereof |
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Effective date of registration: 20201028 Address after: 100844 Fuxing Road, Beijing, Haidian District, No. 10 Patentee after: China National Railway Group Co.,Ltd. Patentee after: SOUTHWEST JIAOTONG University Address before: 611756 Sichuan science and Technology Development Research Institute, Chengdu high tech Zone West Park, Chengdu Patentee before: SOUTHWEST JIAOTONG University |
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Granted publication date: 20200602 Termination date: 20210912 |