WO2021003881A1 - 一种混合动力有轨电车电制动功率分配方法、装置和介质 - Google Patents

一种混合动力有轨电车电制动功率分配方法、装置和介质 Download PDF

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WO2021003881A1
WO2021003881A1 PCT/CN2019/112184 CN2019112184W WO2021003881A1 WO 2021003881 A1 WO2021003881 A1 WO 2021003881A1 CN 2019112184 W CN2019112184 W CN 2019112184W WO 2021003881 A1 WO2021003881 A1 WO 2021003881A1
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Prior art keywords
braking
power
feedback
energy storage
maximum
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PCT/CN2019/112184
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English (en)
French (fr)
Inventor
张路军
袁文烨
陈新溅
刘勇
刘翔
胡玲军
乔显华
Original Assignee
株洲中车时代电气股份有限公司
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Priority to EP19937172.5A priority Critical patent/EP3971014A4/en
Publication of WO2021003881A1 publication Critical patent/WO2021003881A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • 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
    • 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
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries

Definitions

  • the present invention relates to the technical field of rail transit, in particular to a method, a device and a computer-readable storage medium for electric braking power distribution of hybrid trams.
  • a tram is a light rail transit vehicle that uses electricity to drive and travel on the track.
  • the new urban rail transit system represented by trams usually adopts contactless power supply.
  • contactless power supply including vehicle-mounted energy storage device power supply, hydrogen fuel cell power supply, ground contactless power supply, internal combustion engine system, etc.
  • the power supply mode includes both one-way power supply modes such as hydrogen fuel cell or non-contact induction power supply or internal combustion engine power generation, as well as power storage system that can be charged and discharged.
  • the kinetic energy or potential energy of the traction motor is converted into braking energy.
  • the hydrogen fuel cell or non-contact induction power supply or internal combustion engine power generation system is a one-way power supply system, the power supply system cannot absorb braking energy. Therefore, only the energy storage system can absorb the generated braking energy during electric braking of trams.
  • the charging current of the on-board energy storage system is small and cannot fully absorb the braking power.
  • the braking power exceeds the carrying capacity of the on-board energy storage system, it will cause damage to the energy storage system; all the braking power is consumed through the braking resistor, which will cause a waste of braking energy.
  • the purpose of the embodiments of the present invention is to provide a method, device and computer-readable storage medium for distributing electric braking power of hybrid electric trams, which can reasonably distribute electric braking energy of hybrid electric trams and improve the utilization rate of braking energy. .
  • an embodiment of the present invention provides a method for distributing electric braking power of a hybrid electric tram, including:
  • the output power, the maximum charging power, the number of traction inverters, and the braking voltage value calculate the maximum current limit value fed back to the bus by a single traction inverter
  • the on-off of the braking resistor system is dynamically controlled.
  • the energy consumption power includes power P auxiliary of the auxiliary system and power P air conditioning of the DC air-conditioning system;
  • the maximum current limit of a single traction inverter fed back to the bus is calculated based on the energy consumption power, the output power, the maximum charging power, the number of traction inverters, and the voltage value value:
  • P dc represents the output power of the unidirectional power supply system
  • P energy storage charge represents the maximum charging power of the energy storage system
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • the dynamically controlling the on-off of the braking resistor system according to the braking current value and the maximum current limit value includes:
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • the method further includes:
  • the electric brake after stopping the electric brake, it also includes:
  • the embodiment of the present invention also provides a hybrid electric tram electric braking power distribution device, including a collection unit, an acquisition unit, a calculation unit, and a control unit;
  • the collection unit is used to collect the braking voltage value and braking current value of the traction inverter system when the traction motor is braking;
  • the obtaining unit is used to obtain the energy consumption power of the energy consumption system, the output power of the unidirectional power supply system, and the maximum charging power of the energy storage system;
  • the calculation unit is configured to calculate the feedback of a single traction inverter to the bus bar according to the energy consumption power, the output power, the maximum charging power, the number of traction inverters, and the braking voltage value The maximum current limit value;
  • the control unit is used to dynamically control the on-off of the braking resistor system according to the braking current value and the maximum current limit value.
  • the energy consumption power includes power P auxiliary of the auxiliary system and power P air conditioning of the DC air-conditioning system;
  • the calculation unit includes a power calculation subunit and a current calculation subunit;
  • P dc represents the output power of the unidirectional power supply system
  • P energy storage charge represents the maximum charging power of the energy storage system
  • the current calculation subunit is used to calculate the maximum current limit I feedback fed back to the bus by a single traction inverter according to the following formula,
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • control unit includes a turn-on sub-unit and a turn-off sub-unit;
  • the opening subunit is used to control the opening of the circuit where the braking resistor system is located when the feedback of I LH1 > k 1 ⁇ I is satisfied;
  • the shut-off subunit is used to control the loop where the braking resistor system is to be shut off when the feedback of I LH1 ⁇ k 2 ⁇ I is satisfied;
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • it also includes a recording unit, a time judging unit and a stopping unit;
  • the recording unit is configured to record the cumulative conduction time of the circuit where the braking resistor system is located after the circuit where the braking resistor system is controlled is opened;
  • the time judging unit is configured to judge whether the accumulated on-time exceeds a preset time value; if so, trigger the stopping unit;
  • the stopping unit is used to stop the electric brake.
  • it also includes a display unit
  • the display unit is used to display the prompt message that the electric brake is not available after stopping the electric brake.
  • the embodiment of the present invention also provides a hybrid electric tram electric braking power distribution device, including:
  • Memory used to store computer programs
  • the processor is configured to execute the computer program to implement the steps of the electric braking power distribution method for the hybrid tram.
  • the embodiment of the present invention also provides a computer-readable storage medium, the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the electric braking power distribution of the hybrid electric tram is realized as described above. Method steps.
  • the maximum current limit value of a single traction inverter feedback to the bus can be calculated; according to the braking current value and the feedback maximum current limit value, the on and off of the braking resistor system can be dynamically controlled, which can be When the dynamic power exceeds the carrying capacity of the energy storage system, the braking power exceeding the carrying capacity of the energy storage system is consumed on the braking resistor system to ensure that the energy storage system does not have overcurrent; when the braking power is in the energy storage system When the load capacity is within, the braking power is fed back to the energy storage system, which realizes the reasonable distribution of braking energy, improves the utilization rate of braking energy, and effectively increases the mileage of the train.
  • Fig. 1 is a block diagram of the main circuit principle of a hybrid tramcar system provided by the prior art
  • FIG. 2 is a flowchart of a method for distributing electric braking power of a hybrid electric tram provided by an embodiment of the present invention
  • Figure 3 is a schematic diagram of a braking power distribution adjustment provided by an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a hybrid electric tram electric brake power distribution device provided by an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of the hardware structure of a hybrid electric tram electric braking power distribution device provided by an embodiment of the present invention.
  • FIG 1 shows a block diagram of the main circuit principle of a hybrid tramcar system that is common in the prior art.
  • the power supply system in Figure 1 includes an energy storage system and a one-way system composed of a hydrogen fuel cell system and one-way DC/DC power supply system.
  • the tram includes a DC air-conditioning system connected under the high-voltage DC bus, an auxiliary system composed of an auxiliary converter or charger and the connected load.
  • the second dashed box from the left in Figure 1 represents the traction inverter system, including input voltage sensors, precharge and input circuits, DC current sensors, intermediate voltage sensors, chopper control modules, DC/AC inverter modules, etc.;
  • the DC/AC inverter module contains multiple outputs with multiple motor loads.
  • the braking resistor system includes multiple braking resistors connected in series and parallel.
  • the tram When the tram is running, it can be powered by hydrogen fuel or non-contact induction power supply or a unidirectional power supply system such as an internal combustion engine power generation system and an energy storage system at the same time; when the tram is electrically braked, braking power will be generated, due to hydrogen fuel or The one-way nature of power supply systems such as non-contact induction power supply, at this time only the energy storage system can receive braking power. However, the charging current of the energy storage system is small, and it is often unable to fully absorb the braking power. If all the braking power is transmitted to the energy storage system, it will cause overcurrent of the energy storage system, and in severe cases, it will cause the energy storage system to burn.
  • the embodiments of the present invention provide a method, device and computer-readable storage medium for distributing electric braking power of a hybrid electric tram. According to the power value and braking voltage value of each system in the tram, a single traction can be calculated.
  • the inverter feeds back to the maximum current limit value of the bus, and dynamically controls the on and off of the braking resistor system according to the braking current value and the maximum current limit value fed back. It can not only prevent overcurrent in the energy storage system, but also feedback the braking power to the energy storage system to the greatest extent, realize the reasonable distribution of braking energy, and improve the utilization rate of braking energy. Since the braking energy can be fed back to the energy storage system to the greatest extent, the mileage of the train is effectively increased.
  • FIG. 2 is a flowchart of a method for distributing electric braking power of a hybrid electric tram provided by an embodiment of the present invention. The method includes:
  • the braking voltage value and braking current value of the traction inverter system can be collected according to the voltage sensor and the current sensor provided on the traction inverter system.
  • the braking voltage value and braking of the traction inverter system can be collected in real time or periodically at a short interval.
  • Current value With reference to the schematic diagram shown in Figure 1, both voltage and current include two in sequence U VH1 , U VH2 , I LH1 and I LH2 .
  • the collected I LH1 is used as the braking current value
  • U VH2 is used as the braking voltage value.
  • S202 Obtain the energy consumption power of the energy consumption system, the output power of the unidirectional power supply system, and the maximum charging power of the energy storage system.
  • the power reflects the instantaneous energy of the system.
  • the current power of each system in the tram is used as the basis to determine the maximum electric braking power fed back to the DC bus.
  • the energy consumption power may include the power P auxiliary of the auxiliary system and the power P air-conditioning of the DC air-conditioning system.
  • the tram is equipped with a network control system that manages the energy consumption system, the one-way power supply system and the energy storage system.
  • the auxiliary system can transfer the real-time power P of the auxiliary converter or charger to the network control system.
  • the DC air-conditioning control system can transfer the real-time power P air-conditioning of the DC air- conditioning system to the network control system;
  • the power supply system can transfer the maximum charging power P of the energy storage system and the output power P dc of the unidirectional power supply system to the network control system.
  • S203 Calculate the maximum current limit value fed back to the bus by a single traction inverter based on the energy consumption power, output power, maximum charging power, number of traction inverters, and braking voltage value.
  • the unidirectional power supply system when calculating the maximum power fed back on the DC bus, the unidirectional power supply system is considered. Output Power.
  • P feedback P energy storage charge +P auxiliary +P air conditioner- P dc ,
  • P dc represents the output power of the unidirectional power supply system.
  • the systems in the tram are in a parallel relationship, and the braking voltage value reflects the voltage value on the DC bus.
  • the feedback of a single traction inverter can be calculated according to the following formula
  • the maximum current limit value I on the bus is fed back ; the maximum current limit represents the maximum current value that a single traction inverter is allowed to feed back to the bus.
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • the braking current value and the maximum current limit value fed back by a single traction inverter to the DC bus are both variables.
  • the central processor of the tram can detect the braking current value in real time and calculate the maximum current limit value of a single traction inverter feedback to the DC bus.
  • the circuit where the braking resistor system is located can be controlled to open. After the circuit where the braking resistor system is opened, the braking resistor can absorb part of the braking power to realize the shunt function, thereby effectively reducing the occurrence of overcurrent in the energy storage system.
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • the values of k 1 and k 2 may be the same or different, which are determined according to the test situation, and are not limited here.
  • FIG 3 is a schematic diagram of electric braking power distribution adjustment control corresponding to the electric braking power distribution method of hybrid trams provided by an embodiment of the present invention, in which the energy storage system, auxiliary system and DC air conditioning system are all absorbable systems Power system, so P energy storage charge , P auxiliary and P air conditioner are all positive values.
  • One-way power supply systems such as hydrogen fuel cells and internal combustion engine systems will still generate power in a short period of time when trams are electrically braked, so P dc is negative.
  • the braking resistor consumes braking power, and correspondingly, the P resistor is a negative value.
  • the maximum current limit value of a single traction inverter feedback to the DC bus can be calculated; according to the braking current value and the maximum current limit value of a single traction inverter feedback to the DC bus, the braking resistance is dynamically controlled.
  • the on-off of the system can consume the braking power exceeding the carrying capacity of the energy storage system on the braking resistor system, ensuring that the energy storage system will not have overcurrent;
  • the braking power is within the carrying capacity of the energy storage system, all the braking power is fed back to the energy storage system, realizing the reasonable distribution of braking energy, improving the utilization rate of braking energy, and effectively increasing the mileage of the train .
  • the cumulative working time of the braking resistor system can be limited.
  • a preset time value can be set, and the preset time value represents the braking resistance system
  • the accumulative working time is set according to the braking resistor, which is not limited here.
  • the cumulative conduction time of the circuit where the braking resistor system is located can be recorded; it can be judged whether the cumulative conduction time exceeds the preset time value.
  • the braking operation of the system can include electric braking and mechanical braking. After stopping the electric braking, a prompt message indicating that the electric braking is unavailable can be displayed, so that the staff can take relevant braking measures in time according to actual needs.
  • FIG. 4 is a schematic structural diagram of a hybrid electric tram electric braking power distribution device provided by an embodiment of the present invention, which includes an acquisition unit 41, an acquisition unit 42, a calculation unit 43, and a control unit 44;
  • the collecting unit 41 is used to collect the braking voltage value and braking current value of the traction inverter system when the traction motor is braking;
  • the obtaining unit 42 is used to obtain the energy consumption power of the energy consumption system, the output power of the unidirectional power supply system, and the maximum charging power of the energy storage system;
  • the calculation unit 43 is configured to calculate the maximum current limit value of a single traction inverter fed back to the DC bus based on the energy consumption power, output power, maximum charging power, the number of traction inverters, and the braking voltage value;
  • the control unit 44 is used to dynamically control the on-off of the braking resistor system according to the braking current value and the maximum current limit value fed back to the DC bus by a single traction inverter.
  • the energy consumption power includes the power P auxiliary of the auxiliary system and the power P air-conditioning of the DC air-conditioning system;
  • the calculation unit includes a power calculation subunit and a current calculation subunit;
  • P dc represents the output power of the unidirectional power supply system
  • P energy storage charge represents the maximum charging power of the energy storage system
  • the current calculation subunit is used to calculate the maximum current limit value I feedback of a single traction inverter fed back to the DC bus according to the following formula,
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • control unit includes a turn-on sub-unit and a turn-off sub-unit;
  • the opening subunit is used to control the opening of the circuit where the braking resistor system is located when the feedback of I LH1 >k 1 ⁇ I is satisfied;
  • Shut-off sub-unit used to control the loop where the braking resistor system is to be shut off when I LH1 ⁇ k 2 ⁇ I feedback is satisfied;
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • it also includes a recording unit, a time judging unit and a stopping unit;
  • the recording unit is used to record the cumulative conduction time of the circuit where the braking resistor system is located after the circuit where the braking resistor system is controlled is turned on;
  • the time judging unit is used to judge whether the accumulated conduction time exceeds the preset time value; if so, trigger the stop unit;
  • Stop unit used to stop the electric brake.
  • it also includes a display unit
  • the display unit is used to display the prompt message that the electric brake is not available after stopping the electric brake.
  • the maximum current limit value of a single traction inverter feedback to the DC bus can be calculated; according to the braking current value and the maximum current limit value, the on-off of the braking resistor system can be dynamically controlled, and the braking power can be When the carrying capacity of the energy storage system is exceeded, the braking power exceeding the carrying capacity of the energy storage system will be consumed on the braking resistor system to ensure that the energy storage system will not have overcurrent; when the braking power is within the carrying capacity of the energy storage system When it is in, the braking power is all fed back to the energy storage system, which realizes the reasonable distribution of braking energy, improves the utilization rate of braking energy, and effectively increases the mileage of the train.
  • FIG. 5 is a schematic diagram of the hardware structure of a hybrid electric tram electric brake power distribution device 50 provided by an embodiment of the present invention, including:
  • the memory 51 is used to store computer programs
  • the processor 52 is configured to execute a computer program to implement the steps of the electric braking power distribution method for a hybrid tram.
  • the embodiment of the present invention also provides a computer-readable storage medium on which a computer program is stored.
  • the computer program is executed by a processor, the steps of the electric brake power distribution method for the hybrid electric tram are realized.
  • the steps of the method or algorithm described in the embodiments disclosed in this document can be directly implemented by hardware, a software module executed by a processor, or a combination of the two.
  • the software module can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or all areas in the technical field. Any other known storage medium.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

一种混合动力有轨电车电制动功率分配方法、装置和介质，该方法包括：当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；依据耗能功率、输出功率、最大充电功率、牵引逆变器个数以及制动电压值，计算单个牵引逆变器反馈至母线上的最大限流值；根据制动电流值和最大限流值，动态控制制动电阻系统的通断。在制动功率超出储能系统的承载能力时，将超出的功率消耗在制动电阻系统上，保证了储能系统不会出现过流；当制动功率在储能系统的承载能力之内时，将制动功率全部反馈给储能系统，实现了制动能量的合理分配，提高了制动能量的利用率。

Description

一种混合动力有轨电车电制动功率分配方法、装置和介质
本申请要求于2019年7月5日提交中国专利局、申请号为201910604442.X、发明名称为“一种混合动力有轨电车电制动功率分配方法、装置和介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通技术领域，特别是涉及一种混合动力有轨电车电制动功率分配方法、装置和计算机可读存储介质。
背景技术
有轨电车是采用电力驱动并在轨道上行驶的轻型轨道交通车辆。以有轨电车为代表的新型城市轨道交通系统，为了不过多的影响城市景观，通常采用无接触网供电的方式。无接触网供电的方式多种多样，包括车载储能装置供电、氢燃料电池供电、地面非接触供电、内燃机系统等。
受车辆安装空间、车辆轴重、工程造价成本、功率等级、功率密度等限制，采用无接触网供电的方式往往无法做到完全满足整车用电功率需求，因此，现有技术中有轨电车往往采用混合供电方式，即供电方式既包括氢燃料电池或非接触式感应供电或内燃机发电等单向供电方式，又包括可进行充放电的储能系统供电。
在有轨电车电制动时，会将牵引电机的动能或势能转化为制动能量。由于氢燃料电池或非接触式感应供电或内燃机发电系统属于单向供电系统，该供电系统无法吸收制动能量，因此在有轨电车电制动时只有储能系统可以吸收产生的制动能量。但是车载储能系统充电电流小，无法完全吸收制动功率。当制动功率超过车载储能系统的承载能力时，会对储能系统造成损坏；制动功率全部通过制动电阻消耗，又会造成制动能量的浪费。
可见，合理分配混合供电有轨电车电制动能量，提高制动能量的利用率，是本领域技术人员亟待解决的问题。
发明内容
本发明实施例的目的是提供一种混合动力有轨电车电制动功率分配方法、装置和计算机可读存储介质，可以合理分配混合供电有轨电车电制动能量，提高制动能量的利用率。
为解决上述技术问题，本发明实施例提供一种混合动力有轨电车电制动功率分配方法，包括：
当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；
获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；
依据所述耗能功率、所述输出功率、所述最大充电功率、牵引逆变器个数以及所述制动电压值，计算出单个牵引逆变器反馈至母线上的最大限流值；
根据所述制动电流值和所述最大限流值，动态控制制动电阻系统的通断。
可选的，所述耗能功率包括辅助系统的功率P 辅助和直流空调系统的功率P 空调；
相应的，所述依据所述耗能功率、所述输出功率、所述最大充电功率、牵引逆变器个数以及所述电压值，计算出单个牵引逆变器反馈至母线上的最大限流值：
根据公式P 反馈＝P 储能充+P 辅助+P 空调-P dc，计算直流母线上反馈的最大功率P 反馈，
其中，P dc表示单向供电系统的输出功率；P 储能充表示储能系统的最大充电功率；
根据如下公式，计算单个牵引逆变器反馈至母线上的最大限流值I 反馈，
Figure PCTCN2019112184-appb-000001
其中，N表示牵引逆变器个数；U VH2表示牵引逆变系统的制动电压值。
可选的，所述根据所述制动电流值和所述最大限流值，动态控制制动电阻系统的通断包括：
当满足I LH1＞k 1×I 反馈时，控制制动电阻系统所在的回路开通；
当满足I LH1＜k 2×I 反馈时，控制制动电阻系统所在的回路关断；
其中，I LH1表示制动电流值，k 1和k 2均表示回差系数。
可选的，在所述控制制动电阻系统所在的回路开通之后还包括：
记录所述制动电阻系统所在回路的累计导通时间；
判断所述累计导通时间是否超过预设时间值；
若是，则停止电制动。
可选的，在停止电制动之后还包括：
展示电制动不可用的提示信息。
本发明实施例还提供了一种混合动力有轨电车电制动功率分配装置，包括采集单元、获取单元、计算单元和控制单元；
所述采集单元，用于当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；
所述获取单元，用于获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；
所述计算单元，用于依据所述耗能功率、所述输出功率、所述最大充电功率、牵引逆变器个数以及所述制动电压值，计算出单个牵引逆变器反馈至母线上的最大限流值；
所述控制单元，用于根据所述制动电流值和所述最大限流值，动态控制制动电阻系统的通断。
可选的，所述耗能功率包括辅助系统的功率P 辅助和直流空调系统的功率P 空调；
相应的，所述计算单元包括功率计算子单元和电流计算子单元；
所述功率计算子单元，用于根据公式P 反馈＝P 储能充+P 辅助+P 空调-P dc，计算直流母线上反馈的最大功率P 反馈，
其中，P dc表示单向供电系统的输出功率；P 储能充表示储能系统的最大充电功率；
所述电流计算子单元，用于根据如下公式，计算单个牵引逆变器反馈 至母线上的最大限流值I 反馈，
Figure PCTCN2019112184-appb-000002
其中，N表示牵引逆变器个数；U VH2表示牵引逆变系统的制动电压值。
可选的，所述控制单元包括开通子单元和关断子单元；
所述开通子单元，用于当满足I LH1＞k 1×I 反馈时，控制制动电阻系统所在的回路开通；
所述关断子单元，用于当满足I LH1＜k 2×I 反馈时，控制制动电阻系统所在的回路关断；
其中，I LH1表示制动电流值，k 1和k 2均表示回差系数。
可选的，还包括记录单元、时间判断单元和停止单元；
所述记录单元，用于在所述控制制动电阻系统所在的回路开通之后，记录所述制动电阻系统所在回路的累计导通时间；
所述时间判断单元，用于判断所述累计导通时间是否超过预设时间值；若是，则触发所述停止单元；
所述停止单元，用于停止电制动。
可选的，还包括展示单元；
所述展示单元，用于在停止电制动之后，展示电制动不可用的提示信息。
本发明实施例还提供了一种混合动力有轨电车电制动功率分配装置，包括：
存储器，用于存储计算机程序；
处理器，用于执行所述计算机程序以实现如上述混合动力有轨电车电制动功率分配方法的步骤。
本发明实施例还提供了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如上述混合动力有轨电车电制动功率分配方法的步骤。
由上述技术方案可以看出，当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；有轨电车中各系统之间处于并联关系，制动电压值反映了直流母线上的电压值，因此依据耗能功率、输出功率、最大充电功率、牵引逆变器个数以及制动电压值，可以计算出单个牵引逆变器反馈至母线上的最大限流值；根据制动电流值和反馈的最大限流值，动态控制制动电阻系统的通断，可以在制动功率超出储能系统的承载能力时，将超出储能系统承载能力的制动功率消耗在制动电阻系统上，保证了储能系统不会出现过流；当制动功率在储能系统的承载能力之内时，将制动功率全部反馈给储能系统，实现了制动能量的合理分配，提高了制动能量的利用率，并有效增加了列车续航里程。
附图说明
为了更清楚地说明本发明实施例，下面将对实施例中所需要使用的附图做简单的介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为现有技术提供的一种混合动力有轨电车的系统主电路原理框图；
图2为本发明实施例提供的一种混合动力有轨电车电制动功率分配方法的流程图；
图3为本发明实施例提供的一种制动功率分配调节的示意图；
图4为本发明实施例提供的一种混合动力有轨电车电制动功率分配装置的结构示意图；
图5为本发明实施例提供的一种混合动力有轨电车电制动功率分配装置的硬件结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下，所获得的所有其他实施例，都属于本发明保护范围。
为了使本技术领域的人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。
现有技术中有轨电车常采用混合动力供电的方式。图1所示为现有技术中常见的一种混合动力有轨电车的系统主电路原理框图，图1中供电系统包括储能系统以及由氢燃料电池系统和单向DC/DC构成的单向供电系统。有轨电车中包括有连接在高压直流母线下的直流空调系统、由辅助变流器或充电机及其连接的负载构成的辅助系统。图1中左起第二个虚线框代表牵引逆变系统，包括输入电压传感器、预充电及输入电路、直流电流传感器、中间电压传感器、斩波控制模块、DC/AC逆变器模块等；其中DC/AC逆变器模块包含多路输出，带多路电机负载。制动电阻系统包含有多个相互串并联的制动电阻。
有轨电车运行时，可以由氢燃料或非接触感应供电或者内燃机发电系统等单向供电系统和储能系统同时供电；当有轨电车电制动时，会产生制动功率，由于氢燃料或非接触感应供电等供电系统的单向性，此时只有储能系统可以接收制动功率。但是储能系统的充电电流较小，往往无法完全吸收制动功率，如果将制动功率全部传输给储能系统，会造成储能系统的过流，严重时会造成储能系统的烧毁。因此，本发明实施例提供了一种混合动力有轨电车电制动功率分配方法、装置和计算机可读存储介质，根据有轨电车中各系统的功率值以及制动电压值，可以计算单个牵引逆变器反馈至母线上的最大限流值，根据制动电流值和反馈的最大限流值，动态控制制动电阻系统的通断。既可以防止储能系统出现过流，又可以将制动功率最大程度的反馈给储能系统，实现了制动能量的合理分配，提高了制动能量的利用率。由于制动能量可以最大程度的反馈给储能系统，有效的增加了列车续航里程。
接下来，详细介绍本发明实施例所提供的一种混合动力有轨电车电制动功率分配方法。图2为本发明实施例提供的一种混合动力有轨电车电制动功率分配方法的流程图，该方法包括：
S201：当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值。
在本发明实施例中，可以根据设置在牵引逆变系统上的电压传感器和电流传感器，采集牵引逆变系统的制动电压值和制动电流值。
考虑到有轨电车电制动过程中所转化的制动功率为变量，因此，在具体实现中，可以实时采集或者间隔较短的时间周期性采集牵引逆变系统的制动电压值和制动电流值。结合图1所示的原理图，电压和电流均包含有两个依次为U VH1、U VH2、I LH1和I LH2，在本发明实施例中，将采集的I LH1作为制动电流值，将U VH2作为制动电压值。
S202：获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率。
功率反映了系统的瞬时能量，在本发明实施中，以有轨电车中各系统的当前功率为依据，确定反馈至直流母线上的最大电制动功率。
结合图1所示的原理图，耗能功率可以包括辅助系统的功率P 辅助和直流空调系统的功率P 空调。
有轨电车中设置有对耗能系统、单向供电系统以及储能系统进行管理的网络控制系统。辅助系统可以将辅助变流器或充电机的实时功率P 辅助传递给网络控制系统。直流空调控制系统可以将直流空调实时功率P 空调传递给网络控制系统；供电系统可以将储能系统的最大充电功率P 储能充、单向供电系统的输出功率P dc传递给网络控制系统。
S203：依据耗能功率、输出功率、最大充电功率、牵引逆变器个数以及制动电压值，计算出单个牵引逆变器反馈至母线上的最大限流值。
考虑到有轨电车电制动时，部分单向供电系统的输出功率并不能直接降为零，因此，在本发明实施例中在计算直流母线上反馈的最大功率时会考虑单向供电系统的输出功率。
具体的，可以根据公式P 反馈＝P 储能充+P 辅助+P 空调-P dc，计算直流母线上反馈的 最大功率P 反馈，
其中，P dc表示单向供电系统的输出功率。
有轨电车中各系统之间处于并联关系，制动电压值反映了直流母线上的电压值，在计算出直流母线上反馈的最大功率后，可以根据如下公式，计算单个牵引逆变器反馈至母线上的最大限流值I 反馈；最大限流值表示允许单个牵引逆变器反馈至母线上的最大电流值。
Figure PCTCN2019112184-appb-000003
其中，N表示牵引逆变器个数；U VH2表示牵引逆变系统的制动电压值。
S204：根据制动电流值和最大限流值，动态控制制动电阻系统的通断。
考虑到在有轨电车电制动过程中，制动电流值和单个牵引逆变器反馈到直流母线的最大限流值均为变量，以实时采集为例，在本发明实施例中，有轨电车的中央处理器可以实时检测制动电流值和计算单个牵引逆变器反馈到直流母线的最大限流值。
当满足I LH1＞k 1×I 反馈时，说明制动功率超出了储能系统的承载能力，此时可以控制制动电阻系统所在的回路开通。制动电阻系统所在的回路开通之后，制动电阻可以吸收一部分制动功率，实现分流的功能，从而有效的降低了储能系统过流的情况发生。
当满足I LH1＜k 2×I 反馈时，说明制动功率在储能系统的承载能力之内，此时可以控制制动电阻系统所在的回路关断，将制动功率全部反馈到储能系统中。
其中，I LH1表示制动电流值，k 1和k 2均表示回差系数。k 1和k 2的取值可以相同也可以不同，根据试验情况确定，在此不做限定。
图3为与本发明实施例提供的混合动力有轨电车电制动功率分配方法相对应的电制动功率分配调节控制示意图，其中，储能系统、辅助系统和直流空调系统均为可吸收制动功率的系统，因此P 储能充、P 辅助和P 空调均为正值，氢燃料电池、内燃机系统等单向供电系统在有轨电车电制动时短时间内仍 会产生功率，因此P dc为负值。制动电阻消耗制动功率，相应的，P 电阻为负值。
由上述技术方案可以看出，当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；有轨电车中各系统之间处于并联关系，制动电压值反映了直流母线上的电压值，因此依据耗能功率、输出功率、最大充电功率、牵引逆变器个数以及制动电压值，可以计算出单个牵引逆变器反馈到直流母线的最大限流值；根据制动电流值和单个牵引逆变器反馈到直流母线的最大限流值，动态控制制动电阻系统的通断，可以在制动功率超出储能系统的承载能力时，将超出储能系统承载能力的制动功率消耗在制动电阻系统上，保证了储能系统不会出现过流；当制动功率在储能系统的承载能力之内时，将制动功率全部反馈给储能系统，实现了制动能量的合理分配，提高了制动能量的利用率，并有效增加了列车续航里程。
在本发明实施例中，为了有效的保护制动电阻系统，可以对制动电阻系统的累计工作时长进行限定，例如，可以设置一个预设时间值，该预设时间值表示制动电阻系统的累计工作时长，其取值根据制动电阻设定，在此不做限定。
在具体实现中，可以记录制动电阻系统所在回路的累计导通时间；判断累计导通时间是否超过预设时间值。
当累计导通时间超过预设时间值时，若制动电阻系统再继续导通工作，会存在被烧坏的风险，此时可以停止电制动。
系统的制动操作可以包括电制动和机械制动，在停止电制动之后，可以展示电制动不可用的提示信息，以便于工作人员可以根据实际需求及时进行相关制动措施。
图4为本发明实施例提供的一种混合动力有轨电车电制动功率分配装置的结构示意图，包括采集单元41、获取单元42、计算单元43和控制单 元44；
采集单元41，用于当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；
获取单元42，用于获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；
计算单元43，用于依据耗能功率、输出功率、最大充电功率、牵引逆变器个数以及制动电压值，计算出单个牵引逆变器反馈到直流母线的最大限流值；
控制单元44，用于根据制动电流值和单个牵引逆变器反馈到直流母线的最大限流值，动态控制制动电阻系统的通断。
可选的，耗能功率包括辅助系统的功率P 辅助和直流空调系统的功率P 空调；
相应的，计算单元包括功率计算子单元和电流计算子单元；
功率计算子单元，用于根据公式P 反馈＝P 储能充+P 辅助+P 空调-P dc，计算直流母线上反馈的最大功率P 反馈，
其中，P dc表示单向供电系统的输出功率；P 储能充表示储能系统的最大充电功率；
电流计算子单元，用于根据如下公式，计算单个牵引逆变器反馈到直流母线的最大限流值I 反馈，
Figure PCTCN2019112184-appb-000004
其中，N表示牵引逆变器个数；U VH2表示牵引逆变系统的制动电压值。
可选的，控制单元包括开通子单元和关断子单元；
开通子单元，用于当满足I LH1＞k 1×I 反馈时，控制制动电阻系统所在的回路开通；
关断子单元，用于当满足I LH1＜k 2×I 反馈时，控制制动电阻系统所在的回路关断；
其中，I LH1表示制动电流值，k 1和k 2均表示回差系数。
可选的，还包括记录单元、时间判断单元和停止单元；
记录单元，用于在控制制动电阻系统所在的回路开通之后，记录制动电阻系统所在回路的累计导通时间；
时间判断单元，用于判断累计导通时间是否超过预设时间值；若是，则触发停止单元；
停止单元，用于停止电制动。
可选的，还包括展示单元；
展示单元，用于在停止电制动之后，展示电制动不可用的提示信息。
图4所对应实施例中特征的说明可以参见图2所对应实施例的相关说明，这里不再一一赘述。
由上述技术方案可以看出，当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；有轨电车中各系统之间处于并联关系，制动电压值反映了直流母线上的电压值，因此依据耗能功率、输出功率、最大充电功率、牵引逆变器个数以及制动电压值，可以计算出单个牵引逆变器反馈到直流母线的最大限流值；根据制动电流值和最大限流值，动态控制制动电阻系统的通断，可以在制动功率超出储能系统的承载能力时，将超出储能系统承载能力的制动功率消耗在制动电阻系统上，保证了储能系统不会出现过流；当制动功率在储能系统的承载能力之内时，将制动功率全部反馈给储能系统，实现了制动能量的合理分配，提高了制动能量的利用率，并有效增加了列车续航里程。
图5为本发明实施例提供的一种混合动力有轨电车电制动功率分配装置50的硬件结构示意图，包括：
存储器51，用于存储计算机程序；
处理器52，用于执行计算机程序以实现如上述混合动力有轨电车电制动功率分配方法的步骤。
本发明实施例还提供了一种计算机可读存储介质，计算机可读存储介质上存储有计算机程序，计算机程序被处理器执行时实现如上述混合动力 有轨电车电制动功率分配方法的步骤。
以上对本发明实施例所提供的一种混合动力有轨电车电制动功率分配方法、装置和计算机可读存储介质进行了详细介绍。说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本发明的范围。
结合本文中所公开的实施例描述的方法或算法的步骤可以直接用硬件、处理器执行的软件模块，或者二者的结合来实施。软件模块可以置于随机存储器(RAM)、内存、只读存储器(ROM)、电可编程ROM、电可擦除可编程ROM、寄存器、硬盘、可移动磁盘、CD-ROM、或技术领域内所公知的任意其它形式的存储介质中。

Claims (10)

  1. 一种混合动力有轨电车电制动功率分配方法，其特征在于，包括：
    当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；
    获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；
    依据所述耗能功率、所述输出功率、所述最大充电功率、牵引逆变器个数以及所述制动电压值，计算出单个牵引逆变器反馈至母线上的最大限流值；
    根据所述制动电流值和所述最大限流值，动态控制制动电阻系统的通断。
  2. 根据权利要求1所述的方法，其特征在于，所述耗能功率包括辅助系统的功率P 辅助和直流空调系统的功率P 空调；
    相应的，所述依据所述耗能功率、所述输出功率、所述最大充电功率、牵引逆变器个数以及所述电压值，计算出单个牵引逆变器反馈至母线上的最大限流值包括：
    根据公式P 反馈＝P 储能充+P 辅助+P 空调-P dc，计算直流母线上反馈的最大功率P 反馈，
    其中，P dc表示单向供电系统的输出功率；P 储能充表示储能系统的最大充电功率；
    根据如下公式，计算单个牵引逆变器反馈至母线上的最大限流值I 反馈，
    Figure PCTCN2019112184-appb-100001
    其中，N表示牵引逆变器个数；U VH2表示牵引逆变系统的制动电压值。
  3. 根据权利要求2所述的方法，其特征在于，所述根据所述制动电流值和所述单个牵引逆变器反馈至母线上的最大限流值，动态控制制动电阻系统的通断包括：
    当满足I LH1＞k 1×I 反馈时，控制制动电阻系统所在的回路开通；
    当满足I LH1＜k 2×I 反馈时，控制制动电阻系统所在的回路关断；
    其中，I LH1表示制动电流值，k 1和k 2均表示回差系数。
  4. 根据权利要求3所述的方法，其特征在于，在所述控制制动电阻系统所在的回路开通之后还包括：
    记录所述制动电阻系统所在回路的累计导通时间；
    判断所述累计导通时间是否超过预设时间值；
    若是，则停止电制动。
  5. 根据权利要求4所述的方法，其特征在于，在停止电制动之后还包括：
    展示电制动不可用的提示信息。
  6. 一种混合动力有轨电车电制动功率分配装置，其特征在于，包括采集单元、获取单元、计算单元和控制单元；
    所述采集单元，用于当牵引电机制动时，采集牵引逆变系统的制动电压值和制动电流值；
    所述获取单元，用于获取耗能系统的耗能功率、单向供电系统的输出功率以及储能系统的最大充电功率；
    所述计算单元，用于依据所述耗能功率、所述输出功率、所述最大充电功率、牵引逆变器个数以及所述制动电压值，计算出单个牵引逆变器反馈至母线上的最大限流值；
    所述控制单元，用于根据所述制动电流值和所述反馈的最大限流值，动态控制制动电阻系统的通断。
  7. 根据权利要求6所述的装置，其特征在于，所述耗能功率包括辅助系统的功率P 辅助和直流空调系统的功率P 空调；
    相应的，所述计算单元包括功率计算子单元和电流计算子单元；
    所述功率计算子单元，用于根据公式P 反馈＝P 储能充+P 辅助+P 空调-P dc，计算直流母线上反馈的最大功率P 反馈，
    其中，P dc表示单向供电系统的输出功率；P 储能充表示储能系统的最大充电功率；
    所述电流计算子单元，用于根据如下公式，计算单个牵引逆变器反馈至母线上的最大限流值I 反馈，
    Figure PCTCN2019112184-appb-100002
    其中，N表示牵引逆变器个数；U VH2表示牵引逆变系统的制动电压值。
  8. 根据权利要求6所述的装置，其特征在于，所述控制单元包括开通子单元和关断子单元；
    所述开通子单元，用于当满足I LH1＞k 1×I 反馈时，控制制动电阻系统所在的回路开通；
    所述关断子单元，用于当满足I LH1＜k 2×I 反馈时，控制制动电阻系统所在的回路关断；
    其中，I LH1表示制动电流值，k 1和k 2均表示回差系数。
  9. 一种混合动力有轨电车电制动功率分配装置，其特征在于，包括：
    存储器，用于存储计算机程序；
    处理器，用于执行所述计算机程序以实现如权利要求1至5任意一项所述混合动力有轨电车电制动功率分配方法的步骤。
  10. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1至5任一项所述混合动力有轨电车电制动功率分配方法的步骤。
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CN108790840A (zh) * 2018-07-12 2018-11-13 西南交通大学 一种混合动力有轨电车再生制动能量回收优化方法和系统

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AT524823B1 (de) * 2021-02-26 2023-08-15 Tgw Mechanics Gmbh Verfahren und Regallagersystem mit erhöhter Sicherheit beim Anhalten eines Regalbediengeräts
WO2024109316A1 (zh) * 2022-11-24 2024-05-30 中车南京浦镇车辆有限公司 一种基于数轨车辆混合动力系统的控制方法和控制电路

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