WO2021217844A1 - 一种地铁电容储能型制动能量吸收装置的满载实验系统 - Google Patents

一种地铁电容储能型制动能量吸收装置的满载实验系统 Download PDF

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WO2021217844A1
WO2021217844A1 PCT/CN2020/098319 CN2020098319W WO2021217844A1 WO 2021217844 A1 WO2021217844 A1 WO 2021217844A1 CN 2020098319 W CN2020098319 W CN 2020098319W WO 2021217844 A1 WO2021217844 A1 WO 2021217844A1
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energy storage
storage device
capacitive energy
capacitive
power supply
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PCT/CN2020/098319
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English (en)
French (fr)
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丁宁
方汉学
邵景红
高栋
徐春红
亢丽平
姬脉胜
朱英华
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新风光电子科技股份有限公司
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/008—Testing of electric installations on transport means on air- or spacecraft, railway rolling stock or sea-going vessels

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  • the invention relates to the field of urban rail transit, and more specifically, to a full-load experimental system of a subway capacitive energy storage type braking energy absorption device.
  • the absorption methods of regenerative braking energy in subway mainly include resistance energy consumption type, energy feedback type, and capacitor energy storage type.
  • the resistance energy consumption type is an early application method. This method consumes the energy when the train is braking on the resistance. This method wastes energy and increases the burden of environmental control heat dissipation, and gradually withdraws from the application field of braking energy absorption.
  • the energy feedback type is to invert the braking energy back to the AC grid, which can realize the reuse of energy, is energy-saving and environmentally friendly, and is currently the most widely used subway braking energy absorption method.
  • the energy-feeding device in this way needs to be connected to the AC power grid, and certain harmonics will inevitably be injected into the AC power grid during operation.
  • Capacitor energy storage type is a braking energy absorption method developed in recent years. This method stores the braking energy in the capacitor when the train is braking, and releases the braking energy for the traction of the train when the train is traction. .
  • the energy storage device in this way only needs to be connected to the DC traction grid, which has the characteristics of energy saving and environmental protection while not affecting the AC grid. It has been increasingly applied to the field of subway braking energy absorption.
  • the current general test method is to use a two-way converter (AD/DC) as a DC power supply, and the DC side of the two-way converter is connected to a capacitor energy storage device.
  • AD/DC two-way converter
  • the bidirectional converter When the capacitor is charged, the bidirectional converter works in a controlled rectification mode, and the energy is transferred from the grid to the capacitor; when the capacitor is discharged, the bidirectional converter works in the inverter mode, and the energy is returned from the capacitor to the grid.
  • the first test method is to require the two-way converter used as a DC power source, the power grid and the capacitor energy storage device to be tested to have the same power level, generally several MW levels, which requires a large capacity of the companion test machine and the power grid.
  • the DC power supply must meet the two-way flow of energy, and the requirements for the DC power supply are relatively high.
  • the power company does not measure the returned electric energy, but only measures the electric energy consumed in one direction.
  • Such a MW class If the capacitive energy storage device of the capacitor energy storage device carries out the running test under the full power, the electric energy consumed is huge. To sum up the above two aspects, the investment cost of manufacturing enterprises for the factory test of capacitor energy storage devices will be very huge.
  • the present invention provides a full-load experimental system of a subway capacitor energy storage type braking energy absorption device.
  • a full-load experiment system of a subway capacitor energy storage type braking energy absorption device includes a companion test system and a tested system.
  • the test system includes an AC power grid, a DC power supply, and a DC bus.
  • the input port of the DC power supply is connected to the AC power grid, and the output port of the DC power supply is connected to the DC bus.
  • the tested system includes a first capacitor energy storage device and a second capacitor energy storage device. ,
  • the first capacitive energy storage device and the second capacitive energy storage device are connected through a DC bus, and the first capacitive energy storage device and the second capacitive energy storage device are connected to the AC power grid via the DC bus and the DC power supply in turn.
  • the experimental method of the full-load experimental system based on the subway capacitive energy storage braking energy absorption device is realized through the following steps:
  • the DC power supply is in the disconnected state, the first capacitive energy storage device is in the discharging state, the second capacitive energy storage device is in the charging state, and the duration is T1, and the energy is transferred from the first capacitive energy storage device through the DC bus Flow to the second capacitive energy storage device;
  • the DC power supply is in the disconnected state
  • the first capacitive energy storage device is in the charging state
  • the second capacitive energy storage device is in the discharging state
  • the duration is T1
  • the energy is transferred from the second capacitive energy storage device through the DC bus Flow to the first capacitive energy storage device
  • the beneficial effect of the present invention is that the energy exchange under the rated power of the present invention is between the two capacitor energy storage devices under test, rather than between the capacitor energy storage device under test and the power grid.
  • the requirements for the capacity of the power grid and the DC power supply are very high. small.
  • the present invention when supplementing energy with knowledge, it is necessary to take power from the AC power grid, and there is no need to feed energy back to the experimental power grid. The power requirements are greatly reduced.
  • the power consumed in the present invention is only the loss during the operation of the entire system. Compared with the previous experimental method of directly using the power grid and the bidirectional converter (DC power supply), the power consumed is greatly reduced, and the experimental cost is greatly reduced.
  • the invention can simultaneously realize the full-load aging test of at least two capacitor energy storage devices, and improves the test efficiency.
  • Fig. 1 is a schematic structural diagram of a full-load test system of a subway capacitor energy storage type braking energy absorption device of the present invention
  • Figure 2 is a schematic diagram of the experimental method of the full-load experimental system of the subway capacitor energy storage type braking energy absorption device of the present invention.
  • the full load test system of the subway capacitor energy storage type braking energy absorption device shown includes a test system 2 and the tested system 5.
  • the test system 2 includes an AC power grid 1, a DC power supply 3 and a DC bus 4.
  • the input port of the DC power supply 3 is connected to the AC power grid 1, and the output port of the DC power supply 3 is connected to the DC bus 4.
  • the system under test 5 includes a first capacitive energy storage device 6 and a second capacitive energy storage device 7.
  • the first capacitive energy storage device 6 and the second capacitive energy storage device 7 are connected through a DC bus 4, and the first capacitive energy storage device 6 And the second capacitive energy storage device 7 are connected to the AC power grid 1 via the DC bus 4 and the DC power supply 3 in turn.
  • the capacitive energy storage device on the subway site belongs to the intermittent working system, which generally requires 20s/2 minutes or 30s/2 minutes, that is, 20s or 30s at rated power within 2 minutes.
  • FIG. 2 a schematic diagram of the experimental method of the full-load experimental system of the subway capacitor energy storage type braking energy absorption device of the present invention is shown.
  • the experimental method can be achieved through the following steps:
  • the DC power supply 3 is in the disconnected state, the first capacitive energy storage device 6 is in the discharging state, and the second capacitive energy storage device 7 is in the charging state.
  • the duration is T1, about 20s or 30s, and the simulation is The time it takes for the subway to brake and stop at the station, the energy flows from the first capacitive energy storage device 6 to the second capacitive energy storage device 7 via the DC bus 4; under this working condition, the first capacitive energy storage device 6 works in a voltage stabilization mode.
  • the DC voltage is stabilized at the target value, and the second capacitive energy storage device 7 works again in the constant current charging mode.
  • the DC power supply 3 is in the disconnected state
  • the first capacitive energy storage device 6 is in the charging state
  • the second capacitive energy storage device 7 is in the discharging state.
  • the duration is T1, about 20s or 30s
  • the simulation is When the subway leaves the station for traction and start, the energy flows from the second capacitor energy storage device 7 to the first capacitor energy storage device 6 via the DC bus 4; under this working condition, the first capacitor energy storage device 6 works in the constant current charging mode.
  • the two-capacitor energy storage device 7 works in a stabilization mode to stabilize the DC voltage at the target value.
  • Supplementary energy the experiment steps a), b), and c) are carried out in turn.
  • the tested system (5) has its own loss. After several cycles of charging, the total power stored by the two tested capacitive energy storage devices Reduce, the total power is less than the set value and replenish the energy; make the DC power supply (3) in the closed state, and the AC power grid (1) through the DC power supply (3) to supplement the capacitor energy storage device with a higher remaining power with a smaller charging power To the full power state, the energy is charged from the AC power grid (1) via the DC power supply (3) to one of the capacitor energy storage devices under this working condition.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种地铁电容储能型制动能量吸收装置的满载实验系统，地铁电容储能型制动能量吸收装置的满载实验系统包括陪试系统和被试系统。陪试系统包括交流电网、直流电源和直流母线，直流电源的输入口与交流电网连接，直流电源的输出口与直流母线连接；被试系统包括第一电容储能装置和第二电容储能装置，第一电容储能装置和第二电容储能装置通过直流母线相连接，第一电容储能装置和第二电容储能装置依次经直流母线、直流电源接于交流电网上。本发明中消耗的电量只是整个系统工作时的损耗，所消耗的电量大幅减少，大大降低实验成本，本发明可以同时实现至少两台电容储能装置的满载老化实验，提升了试验效率。

Description

一种地铁电容储能型制动能量吸收装置的满载实验系统 技术领域
本发明涉及城市轨道交通领域，更具体的说，尤其涉及一种地铁电容储能型制动能量吸收装置的满载实验系统。
 背景技术
目前地铁再生制动能量的吸收方式主要有电阻耗能型、能量回馈型、电容储能型等。电阻耗能型是早期应用的一种方式，该方式将列车制动时的能量消耗在电阻上，该方式浪费能量且增加环控散热负担，逐渐退出制动能量吸收的应用领域。能量回馈型是把制动能量逆变回馈至交流电网，可以实现能量的再利用，节能环保，是目前应用较多的地铁制动能量吸收方式。但该方式能馈装置需要与交流电网相连，工作时不可避免的会向交流电网注入一定的谐波。电容储能型是近些年发展起来的一种制动能量吸收方式，该方式是在列车制动时把制动能量储存在电容中，在列车牵引时把制动能量释放出去供列车牵引使用。该方式储能装置只需要与直流牵引电网连接，具有节能环保同时不影响交流电网的特点，已经越来越多的应用到地铁制动能量吸收领域。
随着电容储能型制动能量吸收装置在地铁领域应用的越来越多，如何提高储能装置的制造能力是国内各个制造厂家需要思考的问题。在电容储能装置出厂试验项目中，额定电压、额定功率的试验项目能够有效的检验设备的性能，充分地验证设备的可靠性与稳定性。目前一般的试验方法是用一台双向变流器（AD/DC）作为直流电源，双向变流器的直流侧连接电容储能装置。电容充电时，双向变流器工作在可控整流模式，能量由电网至电容；电容放电时，双向变流器工作在逆变模式，能量由电容返回至电网。该试验方法一是要求作为直流电源的双向变流器、电网与被试的电容储能装置具有同种功率等级，一般为几个MW级别，这就要求陪试机和电网的容量较大，直流电源必须满足能量双向流动，对直流电源的要求较高。二是电容放电时，能量返回到交流电网，如果公司内部无法正常消耗掉则会返回到上级电网，对于返回的电能电力公司并不计量，只会计量单方向消耗的电能，这样一台MW级的电容储能装置若进行满功率下的跑载测试所消耗的电能是巨大的。综上两方面，生产企业对于电容储能装置出厂试验的投入成本将是非常庞大的。
 技术问题
本发明为了克服上述技术问题的缺点，提供了一种地铁电容储能型制动能量吸收装置的满载实验系统。
 技术解决方案
一种地铁电容储能型制动能量吸收装置的满载实验系统，地铁电容储能型制动能量吸收装置的满载实验系统包括陪试系统和被试系统。陪试系统包括交流电网、直流电源和直流母线，直流电源的输入口与交流电网连接，直流电源的输出口与直流母线连接；被试系统包括第一电容储能装置和第二电容储能装置，第一电容储能装置和第二电容储能装置通过直流母线相连接，第一电容储能装置和第二电容储能装置依次经直流母线、直流电源接于交流电网上。
基于地铁电容储能型制动能量吸收装置的满载实验系统的实验方法，通过以下步骤来实现：
a).能量转移：使直流电源处于断开状态，第一电容储能装置处于放电状态，第二电容储能装置处于充电状态，持续时间为T1，能量由第一电容储能装置经直流母线流向第二电容储能装置；
b).间歇性停机：使直流电源处于断开状态，第一电容储能装置与第二电容储能装置均处于停机状态，持续时间为T2；
c).能量转移：使直流电源处于断开状态，第一电容储能装置处于充电状态，第二电容储能装置处于放电状态，持续时间为T1，能量由第二电容储能装置经直流母线流向第一电容储能装置；
d).补充能量：实验步骤a)、b)、c)依次循环往复进行，被试系统本身具有损耗，经若干循环对充后，两台被试电容储能装置储存的总电量减少，总电量小于设定值后补充能量；使直流电源处于闭合状态，交流电网经直流电源对剩余电量较高的电容储能装置以较小的充电功率补充至满电状态，能量由交流电网经直流电源充至其中一台被试电容储能装置；
e).进入下次往复循环：能量补充完毕后，再次进入实验步骤a)、b)、c)的循环，总电量小于设定值后再通过实验步骤d）补充能量，依次往复循环，用于实现电容储能装置的完全模拟现场实际工况的间歇式满载老化实验。。
 有益效果
本发明的有益效果是：本发明额定功率下的能量交换是在两台被试电容储能装置之间，而非被试电容储能装置与电网之间，对电网和直流电源的容量要求很小。本发明中知识补充能量时需要从交流电网取电，，不需要将能量回馈至实验电网，前级的直流电源不再需要是双向变流器，只需要简单的不控整流即可，对直流电源的要求大大降低。本发明中消耗的电量只是整个系统工作时的损耗，相比之前直接用电网加双向变流器（直流电源）的实验方法所消耗的电量大幅减少，大大降低实验成本。本发明可以同时实现至少两台电容储能装置的满载老化实验，提升了试验效率。
 附图说明
图1为本发明的地铁电容储能型制动能量吸收装置的满载试验系统的结构示意图；
图2为本发明的地铁电容储能型制动能量吸收装置的满载实验系统的实验方法的示意图。
图中：1交流电网，2陪试系统，3直流电源，4直流母线，5被试系统，6第一电容储能装置，7第二电容储能装置。。
 本发明的最佳实施方式
下面结合附图与实施例对本发明作进一步说明。
如图1所示，给出了本发明地铁电容储能型制动能量吸收装置的满载试验系统的结构示意图，所示的地铁电容储能型制动能量吸收装置的满载实验系统包括陪试系统2和被试系统5。陪试系统2包括交流电网1、直流电源3和直流母线4，直流电源3的输入口与交流电网1连接，直流电源3的输出口与直流母线4连接。被试系统5包括第一电容储能装置6和第二电容储能装置7，第一电容储能装置6和第二电容储能装置7通过直流母线4相连接，第一电容储能装置6和第二电容储能装置7依次经直流母线4、直流电源3接于交流电网1上。
地铁现场的电容储能装置属于间歇工作制，一般要求20s/2分钟或30s/2分钟，即2分钟之内额定功率工作20s或30s。
如图2所示，给出了本发明的地铁电容储能型制动能量吸收装置的满载实验系统的实验方法的示意图，所示的地铁电容储能型制动能量吸收装置的满载实验系统的实验方法，可通过以下步骤来实现：
a).能量转移：使直流电源3处于断开状态，第一电容储能装置6处于放电状态，第二电容储能装置7处于充电状态，持续时间为T1，约为20s或30s，模拟为地铁到站制动停车时所用时间时长，能量由第一电容储能装置6经直流母线4流向第二电容储能装置7；该工况下第一电容储能装置6工作在稳压模式，将直流电压稳定在目标值上，第二电容储能装置7工作再恒流充电模式。
b).间歇性停机：使直流电源3处于断开状态，第一电容储能装置6与第二电容储能装置7均处于停机状态，持续时间为T2，模拟为地铁到站后停运时间段时长。
c).能量转移：使直流电源3处于断开状态，第一电容储能装置6处于充电状态，第二电容储能装置7处于放电状态，持续时间为T1，约为20s或30s，模拟为地铁离站牵引起动时所用时长，能量由第二电容储能装置7经直流母线4流向第一电容储能装置6；该工况下第一电容储能装置6工作在恒流充电模式，第二电容储能装置7工作再稳压模式，将直流电压稳定在目标值上。
d).补充能量：实验步骤a)、b)、c)依次循环往复进行，被试系统（5）本身具有损耗，经若干循环对充后，两台被试电容储能装置储存的总电量减少，总电量小于设定值后补充能量；使直流电源（3）处于闭合状态，交流电网（1）经直流电源（3）对剩余电量较高的电容储能装置以较小的充电功率补充至满电状态，该工况下能量由交流电网（1）经直流电源（3）充至其中一台被试电容储能装置。
e).进入下次往复循环：能量补充完毕后，再次进入实验步骤a)、b)、c)的循环，总电量小于设定值后再通过实验步骤d）补充能量，依次往复循环，用于实现电容储能装置的完全模拟现场实际工况的间歇式满载老化实验。

Claims (2)

  1. 一种地铁电容储能型制动能量吸收装置的满载实验系统，其特征在于：地铁电容储能型制动能量吸收装置的满载实验系统包括陪试系统（2）和被试系统（5）。所述的陪试系统（2）包括交流电网（1）、直流电源（3）和直流母线（4），直流电源（3）的输入口与交流电网（1）连接，直流电源（3）的输出口与直流母线（4）连接；被试系统（5）包括第一电容储能装置（6）和第二电容储能装置（7），第一电容储能装置（6）和第二电容储能装置（7）通过直流母线（4）相连接，第一电容储能装置（6）和第二电容储能装置（7）依次经直流母线（4）、直流电源（3）接于交流电网（1）上。
  2. 一种基于权利要求1所述的地铁电容储能型制动能量吸收装置的满载实验系统的实验方法，其特征在于，通过以下步骤来实现：
    a).能量转移：使直流电源（3）处于断开状态，第一电容储能装置（6）处于放电状态，第二电容储能装置（7）处于充电状态，持续时间为T1，能量由第一电容储能装置（6）经直流母线（4）流向第二电容储能装置（7）；
    b).间歇性停机：使直流电源（3）处于断开状态，第一电容储能装置（6）与第二电容储能装置（7）均处于停机状态，持续时间为T2；
    c).能量转移：使直流电源（3）处于断开状态，第一电容储能装置（6）处于充电状态，第二电容储能装置（7）处于放电状态，持续时间为T1，能量由第二电容储能装置（7）经直流母线（4）流向第一电容储能装置（6）；
    d).补充能量：实验步骤a)、b)、c)依次循环往复进行，被试系统（5）本身具有损耗，经若干循环对充后，两台被试电容储能装置储存的总电量减少，总电量小于设定值后补充能量；使直流电源（3）处于闭合状态，交流电网（1）经直流电源（3）对剩余电量较高的电容储能装置以较小的充电功率补充至满电状态，能量由交流电网（1）经直流电源（3）充至其中一台被试电容储能装置；
    e).进入下次往复循环：能量补充完毕后，再次进入实验步骤a)、b)、c)的循环，总电量小于设定值后再通过实验步骤d）补充能量，依次往复循环，用于实现电容储能装置的完全模拟现场实际工况的间歇式满载老化实验。。
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