EP2817169A1

EP2817169A1 - Method and arrangement for ascertaining active power flows in an electric traction power supply network

Info

Publication number: EP2817169A1
Application number: EP12722113.3A
Authority: EP
Inventors: Andreas Litzinger; Stefan PIEL
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 2012-05-11
Filing date: 2012-05-11
Publication date: 2014-12-31
Also published as: WO2013167198A1; CN104271389A; CN104271389B

Abstract

The invention relates to a method for ascertaining active power flows in an electric traction power supply network comprising rail vehicles. A single measurement time transmitter signals measurement times to all rail vehicles using a single specified clock pulse. Phasor measurement information on the network voltage and/or the network current is obtained in relation to the measurement times, and position data for each current position of the rail vehicles is simultaneously generated. The phasor measurment information and the corresponding position data are transmitted to a control center, and/or the rail vehicles exchange the phasor measurement information and the corresponding position data among one another. The invention further relates to an arrangement for ascertaining active power flows in an electric traction power supply network.

Description

description

Method and arrangement for determining active power flows in an electric traction power supply network

It has long been known that rail vehicles with four-quadrant facturers can trigger the traction network as a network power converters and three-phase drives low active power and voltage fluctuations Swan ^¬. The low-frequency active power fluctuations are also referred to as power swings.

Such power swings are known from the study "Low-frequency oscillations in Scandinavian railway power supply" by Lars Buhrkal, which appeared in two parts in "Railway Po ^¬ wer Systems" in 2010 (Issue 3). It turns out that for the operation of trains of the latest generation in the aforementioned electric rail networks an active damping of induced by the rail vehicles power swings is necessary.

Steiner Danielsen concludes in his study "Constant Power Load Characteristics Influence on the Low-Frequency Interaction between Advanced Electric Rail Vehicles and Railway Traction Power Supply with Rotary Converters", published in 2009 in Modern Electric Traction (conference tape) This is to be explained by the fact that when occurring power swings the rail vehicles not only compensate for the disturbances that occur, but also contribute to overcompensation of these power swings by their control technology and thus contribute to this Swinging the disturbances allow.

During the control processes, the associated amplitudes can be unintentionally amplified to the extent that a collapse of the supply voltage in the associated region of the Railway network occurs. As a direct result of Zugver ^¬ traffic comes to a standstill and / or there are obstacles to rail traffic in adjacent service areas. Further consequences of a train failure are high costs for the operator of the traction current network and rail vehicles. In addition, passenger satisfaction drops due to train cancellations.

The control of the supply voltage required in the rail vehicle for the drive takes place depending on the respective vehicle type on the basis of locally measured voltage and current signals. In the case increasingly the rail traffic determining, inverter-powered vehicles measured in the input circuit of the inverter and used for the Re ^¬ gelvorgang voltage signal in addition to the fundamental frequency to the respective pendulum frequencies offset her opposite sidebands. Each rail vehicle or each rolling stock group of a manufacturer therefore reacts in a specific way to power swings in the network. It is also known to study low-frequency power swings in electric railway networks with simulations and thus to enable better control of rail vehicles. Such simulations are known, for example, "Low-frequency power oscillations in electric railway system" from the Stu ^¬ Stefan -menth and Markus Meyer, who in Issue 5 of Railway Power Supply Systems ^¬ he's appeared in of 2006.

Hana Johannes Assefa's "Impact of PWM switching on modeling of low-frequency power oscillation in electrical rail vehicles", published in EPE in 2009, also looks for models that can be used to gauge the behavior of rail vehicles in electric railway networks and in particular the occurrence of power swings can be better understood.

The invention has for its object to make measurements in traction power supply networks whose measurement results for Reduction of low-frequency power swings can be used in electric traction power supply networks with electrically powered rail vehicles. To achieve this object, the invention proposes a method for the determination of active power flows in an electric traction power supply network with rail vehicles, in which a single measuring time transmitter signals te all rail vehicles with a single predetermined time measurement points and with reference to the measurement times Messun ^¬ gene of pointer information of the mains voltage and / or the mains current can be obtained while position data for the respective current positions of the rail vehicles are generated; and the pointer information and the associated position data are transmitted to a central office and / or the rail vehicles exchange the pointer information and the associated position data with one another.

It is known from European Patent Specification EP 2 095 482 B1 that the state of an electricity supply system can be estimated by using pointer measurement data from a plurality of phaser devices arranged in the electricity supply system in conjunction with non-pointer measurement data, but stationary ones Phase meters are used to assess the state of the electricity supply system. Position data is not recorded.

The method according to the invention advantageously provides current and comprehensive information to every electric rail vehicle

Network information ready to operate its voltage control device in such a way that caused by the Spannungsre ^¬ gelation self-network effects have the least possible power swings result or the control process seeks to counteract existing power swings as possible. The measurement time points encoder signals, for example, each customer Se ^¬ a time of measurement, the pointer information can be obtained in all rail vehicles at the same time each second. If a higher temporal resolution is required, it is also possible for the pointer information to be obtained in smaller time intervals than the second cycle, eg every tenth of a second. Such ^¬ if appropriate clocks can be provided in the rail vehicles to provide the tenths of a second as measurement times available. However, the clocks are then synchronized every second by the second clock of the external measuring time sensor.

The pointer information provides for each measurement time at various points of the traction current supply network ak ^¬ tual mains voltage amplitudes and angles. The same applies to the mains current. From the differences between the voltage angles between the different measuring locations, the respective active power flows along the supply lines can be determined.

By means of the method according to the invention, power swings can be actively counteracted by the rail vehicles in an advantageous manner. As a result, voltage failures and resulting train cancellations are avoided, which saves costs and increases customer satisfaction. Furthermore, it is an advantage that with the method according to the invention the requirements for testing new train models in a number of different national rail transport systems can be reduced or even completely dispensed with extensive tests in the respective national rail transport systems. This reduces the development costs of new trains and reduces development times, which saves further costs.

In a preferred embodiment of the method according to the invention, the measuring time sensor comprises the Global Positioning System (GPS). The GPS signal has the advantage that The time information emitted by satellites can be received free of charge worldwide. The same benefits arise from the use of other satellite-based systems, such as the European satellite navigation system Galileo.

In the context of the present invention, however, measuring time sensors with transmitters on the earth's surface can also be used. Thus, the measurement times can be provided, for example, by a local radio signal, which is radiated for example from an atomic clock throughout Germany ^¬ or sent by the operator of a traction power supply network. In a development of the aforementioned embodiment, the signals of the measuring time transmitter can also be transmitted by the contact wire to the rail vehicles.

In a preferred embodiment of the method according to the invention, the pointer information is obtained by means of phasor measuring devices in the rail vehicles. Commercially available phasor measuring devices, so-called "phasor measurement units

The use of phase measuring devices is advantageous in that with these measuring devices not only the mains voltage and the mains current, but also Pointer information about the phase of mains voltage and mains current in the electric traction power supply network can be obtained at the current position of the respective rail vehicle, the measuring times being respectively predetermined by the signal of the measuring time sensor the pointer information from various rail vehicles in the electric traction current supply network can be effectively and simply combined with each other to map the network condition high temporal resolution of the pointer information of the phasor- measuring devices makes it possible to gain particularly current Informa ^¬ tions on the state of the traction current supply network.

In a further preferred embodiment of the method according to the invention, the position data of the rail vehicles is detected by means of a position-determining arrangement. The detection of the position data of the rail vehicles is of particular importance, because thereby the pointer information can be assigned to positions in the electric traction current supply system. In this way, a dynamic image of the electric traction power supply network, which differs depending on the position of the rail vehicles in the traction current supply network, can be generated.

In a development of the aforementioned embodiment, the position-determining arrangement has a position-determining unit for each rail vehicle, which evaluates the signals of the measuring-time sensor. The Positionsbestimmungsein ^¬ units, for example, as in handelsüb ^¬ handy GPS receivers determine from the runtime of signals of different satellite position. The same principle of determining the position based on transit time differences of the signals could also be realized by different transmitters on the ground.

In another embodiment, the position determination arrangement for each rail vehicle on a position-determining unit that evaluates route signals. Bahnnet ^¬ ze often have localized signaling devices, the passing trains tell the position in the traction current network, ie, for example, a kilometer marker on a route between two cities ^¬ th. The positioning units can determine the position of the rolling stock on the basis of location-based Sig ^¬ naleinrichtungen. In a particularly advantageous embodiment of the method according to the invention, the pointer information and the associated position data are transmitted with GSM radio links. GSM radio connections are particularly advantageous because they can provide by means of the standard GSM mobile telephone network, a reli ^¬ casual and inexpensive communication between the respective rail vehicles with each other and / or rail vehicles and a control center. In the context of the invention, however, other types of radio links than GSM radio links are possible.

In another advantageous embodiment of the method according to the invention, the pointer information and the associated position data are transmitted via the contact wire. A communication over the contact wire of the rail vehicles is advantageous in that no Kommunikationsmit ^¬ tel must be used, which does not belong to the respective railway company. Another advantage is that via the contact wire communication between the rail vehicles with each other or with a central office can take place, even if the train for example drives through a tunnel or un ^¬ terirdisch and in this way no GSM radio connection via a conventional mobile network possible is.

Feasible and advantageous, it is also when the ^center-¬ development of the pointer information and the associated position data on the contact wire and radio links is carried out. If both About averaging modes simultaneously applied ^¬ to can be ensure about the resulting redundancy that the pointer information and the associated position data can always be transmitted reliably. Moreover, it is advantageous to perform the transmission in ^¬ example, by radio connection, except when the rail vehicle passes through an area without radio network and / or a tunnel. This will ensure that the submission is made. In a particularly advantageous embodiment of the method according to the invention, using the pointer information and the associated position data in the center, a dynamic model of the active power flows in the electric traction power supply network is generated and made available to the rail vehicles. Under a dynamic model of the active power flow is in this case in the context of ahead ^¬ invention, a mathematical, drawn up in a computerles ^¬ cash Format Description of mains voltage

understood and / or AC power and the phase of the mains voltage and / or the line current within the electrical path ^¬ supply network. The dynamic model of the active power ^¬ rivers can serve the rail vehicles to gain a comprehensive picture of the current state and the stability of the electric railway power-supply system and is therefore advantageous. The model is transmitted via a suitable communication connection via the contact wire or via a radio link to the rail vehicles. In another advantageous embodiment is in the

Rail vehicles using the transmitted from the other rail vehicles pointer information and associated position data, a dynamic model of the active power flows in the electric traction power supply network is generated. This embodiment of the invention is advantageous because the need for a central office is eliminated. Rather, each rail vehicle can on the basis of provided to him Ver ^¬ addition information locally create a dynamic model. It also follows from the model analogously the same advantages as described in the beginning for the case of a central office.

In a preferred embodiment of the inventive method, the rail vehicles act including the dynamic model of the effective power flows Leistungspen ^¬ delungen in the electric railway power-supply system by appropriate control of its electric drive ent ^¬ against. This is advantageous because such a dynamic mo- It allows the rail vehicles to include not only the measurement ^¬ data of the rail network at their respective position in their control processes, but to take into account the situati ^¬ on and stability of the entire traction current supply network.

In general, the recovery of the pointer information and the position data with a high temporal resolution is carried out in the inventive process, so that the control processes based on a continuously updated, dynamic model of the electrical ^¬ rule supply network. The dynamic model he ^¬ laubt a comparatively reliable voltage regulation in the rail vehicle. Thus, an increase of power oscillations is kept as low as possible or existing pendulum processes are targeted counteracted. With so that he ^¬ attainable improvements for preventing emergent pendulum amplitudes and the possible resulting collapse of the railway power supply network is accompanied by a he ^¬ creased reliability in the traction power supply, and thus in the end of the rail transport.

Furthermore, the invention proposes an arrangement for the determination of active power flows in an electric traction power supply network with rail vehicles, in which

all railway vehicles are assigned a single measuring time sensor; the rail vehicles are equipped with Phasormesseinrich- obligations that generate with respect to the measurement time punk ^¬ te pointer information of the mains voltage and / or AC current to the respective current positions of the rail vehicle; and the rail vehicles is assigned a position determination arrangement for the generation of position data of the rail vehicles; and the rail vehicles comprise communication means for communicating the pointer information and the associated position data to a center and / or for exchanging the pointer information and the associated position data between the rail vehicles. The same advantages arise mutatis mutandis as described above for the inventive method.

Further advantageous embodiments of the arrangement according to the invention will become apparent from the claims 13 to 20, with which mutatis mutandis the same advantages can be achieved, as described above in connection with the inventive method.

For further explanation of the invention are in

Figure 1 shows a first embodiment of an inventions ^{¬ to the} invention and in

Figure 2 shows a second embodiment of an inventions ^{¬ to the} invention arrangement.

FIG. 1 shows an electric traction current supply network 1. The electric traction current supply network 1 is shown in a schematic manner by contact wires 11, on which electrically operated rail vehicles 4 are arranged. The direction of travel of the rail vehicles 4 is indicated by arrows. One of the rail vehicles 4 shows in detail that the rail vehicles 4 have phor soreseninrichtungen 7 for the generation of pointer information 3 of the mains voltage and / or the mains current.

In this case, the phase measuring devices 7 receive measuring time signals from a measuring point transmitter 13, which in the present case is formed by a GPS satellite, which emits GPS signals 2, at a time interval of one second. For this purpose, the phaser measuring devices 7 have a GPS receiving device 12. In the phase measuring devices 7, the pointer information 3 is formed by means of the signaled measuring times. The pointer information includes, for example, a Tension angle Φ. In order to increase the temporal resolution, an exact clock per rail vehicle is provided in the phaser measuring devices 7 or elsewhere in the rail vehicles 4, which is synchronized by means of the second signal coming from the GPS satellite and if necessary can also signal measuring times whose time clock shorter than a second.

From the GPS satellites (other satellites of the GPS network are not shown) as measuring time transmitter 13 radiated from ^¬ GPS signals 2 are determined by the Phasormesseinrichtungen 7 with the measurement times, the pointer information 3 to synchronously with other rail vehicles 4 in the traction current Supply network Pointer information of the mains voltage and the mains current.

Furthermore, the rail vehicles have a position determination arrangement with a position determination unit 22, which is suitable for determining the position of the rail vehicle 4 by means of the GPS signals 2. This is a standard GPS receiver.

The rail vehicles 4 have appropriate Kommunikati ^¬ onsmittel 5, by means of which they can communicate via, for example GSM radio signals 8 to a central 6, to transfer the pointer information 3 and the position data of each rail vehicle. 4 In the center 6 is from the phasor information 3 and the position data of the rail vehicles 4 is a dynamic model 9 of the active power flows in the electric railway power-supply system 1 produces and with high temporal resolution constantly aktuali ^¬ Siert. This dynamic model 9 then is the one ^¬ individual rail vehicles 4 are available. The individual rail vehicles 4 can act in the electric railway power-supply system 1 against then taking into account the dynamic model 9 of the effective power flows Leistungspendelun ^¬ gene by regulating its electric drive 10 accordingly. . In the embodiment according to FIG 2, the rails ^¬ vehicle 4 on an enlarged Phasormesseinrichtung 27, in which the generation of pointer information of the network voltage and / or of the mains current, in turn, is performed in a Phasormesseinrichtung 7; Further components of the extended phase measuring device 27 are a GPS receiver 12, a position determining unit 22, which can evaluate GPS position signals 2, and a communication device 23. By means of the GPS receiver 12 and the position determining unit 22, it is possible for the extended phaser 27 to for the rail vehicle 4 with a high time ^¬ resolution pointer information of the mains voltage and / or the mains current and to determine the position of the rail vehicle 4 in the traction current supply network. The directions of information flows are indicated by arrows.

By means of the communication device 23, the extended phase measuring device 27 transmits the pointer information and positions to a center 6. The communication device 23 communicates by means of GSM radio links 8 with the center 6. In the center 6 by means of a Modellerzeu ^¬ gungseinheit 24 a dynamic model 9 of the active power ^¬ rivers created in the traction power supply network 1. This dynamic model 9 is communicated to the rail vehicles 4 via a communication device 23 provided in the control center.

As an alternative to the central unit 6 or in combination with the central unit 6-shown here-each individual rail vehicle 4 can also contain a model-generating device 24. Consists, for example no contact with the center 6, so the rail vehicle 4 can be produced by means of its own model generation ^¬ unit 24, a pattern 9 from the overall set of further Schienenfahrzeu ^¬ gen 30,31 in railway power-supply system 1 available pointer information and position information.

The same applies vice versa for the other rail vehicles ^¬ 30,31. Also, the model generating device 24 is at shown embodiment of the extended Phasor- measuring device 27th

The rail vehicle 4 has at its electric drive 10, a control device 25 which counteracts Einbezie ^¬ hung of the dynamic model 9 of the active power flows Leis ^¬ tion swings in the electric traction power supply network 1 counter.

Claims

Patent claims

1. Method for determining active power flows in an electrical traction power supply network (1) with rail vehicles (4), in which

- a single measurement time transmitter (13) signals measurement times to all rail vehicles (4) with a single predetermined time cycle, and

- With reference to the measurement times, pointer information (3) of the mains voltage and/or the mains current is obtained and at the same time position data for the current positions of the rail vehicles (4) are generated, and

- the pointer information (3) and the associated position data are transmitted to a control center (6) and/or the rail vehicles (4) exchange the pointer information (3) and the associated position data with one another.

2. The method according to claim 1, in which the measurement time transmitter (13) comprises the Global Positioning System (GPS).

3. Method according to one of the preceding claims, in which the measurements are carried out using phasor measuring devices (7) in the rail vehicles (4).

4. Method according to one of the preceding claims, in which the position data of the rail vehicles (4) is recorded by means of a position determination arrangement.

5. The method according to claim 4, in which the position determination arrangement for each rail vehicle (4) has a ^position determination unit (22) which evaluates the signals from the measurement time transmitter (13).

6. Method according to one of the preceding claims 4 or 5, in which the position determination arrangement for each rail vehicle (4) has a position determination unit (22) which evaluates route signals.

7. Method according to one of the preceding claims, in which the pointer information (3) and the associated position data are transmitted using GSM radio connections (8).

8. Method according to one of the preceding claims, in which the pointer information (3) and the associated position data are transmitted via the contact wire (11).

9. The method according to any one of the preceding claims, in which a dynamic model (9) of the active power flows in the ^electrical traction current supply network (1) is generated using the pointer information (3) and the associated position data in the control center (6) and the Rail vehicles (4) are made available.

10. The method according to any one of the preceding claims, in which a dynamic model (9) of the active power ^flows is created in the rail vehicles (4) using the pointer information (3) and associated position data transmitted by the other rail vehicles (30, 31). is generated in the electrical traction power supply network (1).

11. The method according to any one of the preceding claims 9 or 10, in which the rail vehicles (4), including the dynamic model (9) of the active power flows, ^power fluctuations in the electrical traction power supply network (1) by appropriately regulating their electrical drive (10) counteract.

12. Arrangement (20) for determining active power flows in an electrical traction power supply network (1) with rail vehicles (4), in which

- all rail vehicles (4) are assigned a single measurement time sensor (13),

- The rail vehicles (4) are equipped with phasor measuring devices (7) with reference to the measurement times Generate pointer information (3) of the mains voltage and/or the mains current at the current positions of the rail vehicles (4), and

- A position determination arrangement for generating position data of the rail vehicles (4) is assigned to the rail vehicles (4), and

- The rail vehicles have communication devices (23) for transmitting the pointer information (3) and the associated position data to a control center (6) and / or for exchanging the pointer information (3) and the associated position data between the rail vehicles (4).

13. Arrangement (20) according to claim 12, in which the measurement time transmitter (13) comprises the Global Positioning System (GPS).

14. Arrangement (20) according to one of the preceding claims 12 or 13, in which the position determination arrangement for each rail vehicle (4) has a position determination ^unit (22) which evaluates the signals from the measurement time transmitter (13).

15. Arrangement (20) according to one of the preceding claims 12-14, in which the position determination arrangement for each rail vehicle (4) has a position determination unit (22) which evaluates route signals.

16. Arrangement (20) according to one of the preceding claims 12 to 15, in which the communication devices (23) are suitable for establishing GSM radio connections (2).

17. Arrangement (20) according to one of the preceding claims 12 to 16, in which the communication devices (23) are suitable for transmitting electrical signals via a contact ^¬ wire (11).

Arrangement (20) according to one of the preceding claims 1 to 17, in which the control center (6) has a model generation ^device (24) which creates a dynamic model (9) of the active power flows from the pointer ^information (3) and the associated position data generated in the ^electrical traction power supply network (1) and this dynamic model (9) is transmitted to the rail vehicles (4) by means of the communication ^devices (23).

19. Arrangement (20) according to one of the preceding claims 12 to 18, in which the rail vehicles (4) each have a model generating device (24) which uses the pointer information (3) and transmitted by the other rail vehicles (30, 31). associated position data generates a dynamic model (9) of the active power flows in the electrical traction power supply network (1).

20. Arrangement (20) according to one of the preceding claims 12 to 19, in which the rail vehicles (4) have control ^devices (25) which, taking into account the dynamic model (9), control the electric drive (10) of the rail vehicles (4). regulate and thus counteract power fluctuations in the electrical traction current supply network (1).