WO2022082835A1 - 轨道交通牵引供电系统及其控制方法、相关组件 - Google Patents

轨道交通牵引供电系统及其控制方法、相关组件 Download PDF

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Publication number
WO2022082835A1
WO2022082835A1 PCT/CN2020/124649 CN2020124649W WO2022082835A1 WO 2022082835 A1 WO2022082835 A1 WO 2022082835A1 CN 2020124649 W CN2020124649 W CN 2020124649W WO 2022082835 A1 WO2022082835 A1 WO 2022082835A1
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Prior art keywords
power supply
rail transit
supply system
voltage
power
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PCT/CN2020/124649
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English (en)
French (fr)
Inventor
徐绍龙
饶沛南
陈洁莲
张敏
王雄
翁星方
尹维恒
陈广赞
李红波
胡平
蔡宇峰
陶洪亮
吴雪峰
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株洲中车时代电气股份有限公司
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Priority to AU2020473963A priority Critical patent/AU2020473963B2/en
Priority to EP20958416.8A priority patent/EP4207529A1/en
Publication of WO2022082835A1 publication Critical patent/WO2022082835A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/04—Circuit arrangements for ac mains or ac distribution networks for connecting networks of the same frequency but supplied from different sources
    • H02J3/06—Controlling transfer of power between connected networks; Controlling sharing of load between connected networks
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/51—Photovoltaic means
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/52—Wind-driven generators
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/01—Arrangements for reducing harmonics or ripples
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
    • H02J3/1821—Arrangements for adjusting, eliminating or compensating reactive power in networks using shunt compensators
    • H02J3/1835—Arrangements for adjusting, eliminating or compensating reactive power in networks using shunt compensators with stepless control
    • H02J3/1842—Arrangements for adjusting, eliminating or compensating reactive power in networks using shunt compensators with stepless control wherein at least one reactive element is actively controlled by a bridge converter, e.g. active filters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J5/00—Circuit arrangements for transfer of electric power between ac networks and dc networks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/35—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering with light sensitive cells
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2203/00—Indexing scheme relating to details of circuit arrangements for AC mains or AC distribution networks
    • H02J2203/20—Simulating, e g planning, reliability check, modelling or computer assisted design [CAD]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
    • Y02E40/30—Reactive power compensation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
    • Y02E40/40—Arrangements for reducing harmonics

Definitions

  • the invention relates to the field of rail transit traction power supply, in particular to a rail transit traction power supply system, a control method thereof, and related components.
  • the power supply of urban rail transit at home and abroad usually adopts DC1500V/750V for power supply, and diode rectifier units are used to obtain power from 35kV or 10kV AC power grid.
  • a traction substation usually includes two 12-pulse rectifiers to form a 24-pulse rectifier unit.
  • DC traction grid power supply At the same time, in order to save energy and reduce emissions, an energy feeder will be installed in the track line to feed back the braking energy of the train to the AC power grid to achieve secondary utilization of energy.
  • the purpose of the present invention is to provide a rail transit traction power supply system, its control method, and related components, using a bidirectional converter to replace the original diode rectifier unit, avoiding the network voltage fluctuation caused by the drooping characteristic of the diode, and improving the traction.
  • the power supply efficiency further improves the power quality of the power supply network. Its specific plan is as follows:
  • a traction power supply system for rail transit comprising: a high-voltage AC power supply bus, a plurality of bidirectional converters, a DC power supply bus for powering trains, and multiple groups of in-station equipment;
  • each of the bidirectional converters is connected to the high-voltage AC power supply bus, and the other end is connected to the DC power supply bus;
  • Each group of the in-station equipment is connected to the high-voltage AC power supply bus.
  • the rail transit traction power supply system further includes:
  • a new energy power generation system connected to the high-voltage AC power supply bus.
  • the rail transit traction power supply system further includes:
  • An energy storage device connected to the DC power supply bus.
  • the high-voltage AC power supply bus is specifically:
  • the rail transit traction power supply system further includes:
  • An ECMS that outputs a control signal to the bidirectional converter.
  • the ECMS is configured to perform an optimal power flow calculation according to the electrical state information of the bidirectional converter to determine the control signal.
  • a communication link is established between the ECMS and the bidirectional converter using an optical fiber or a 4G communication module.
  • the ECMS is connected to the ATS, and is further configured to determine the control signal according to vehicle operation information of the ATS.
  • the present application also discloses a control method of a rail transit traction power supply system, which is applied to the rail transit traction power supply system as described in any of the above, and the control method includes:
  • Optimal power flow calculation is performed using the algorithm model and the electrical state information, and control signals are output to a plurality of bidirectional converters.
  • the method before performing the optimal power flow calculation by using the algorithm model and the electrical state information and outputting control signals to a plurality of bidirectional converters, the method further includes:
  • vehicle operation information of the train through the ATS where the vehicle operation information includes operation speed and operation power;
  • the process of performing optimal power flow calculation using the algorithm model and the electrical state information, and outputting control signals to a plurality of bidirectional converters includes:
  • the optimal power flow calculation is performed according to the principle of the nearby power supply of the train, and control signals are output to a plurality of bidirectional converters, so that the train runs according to the preset energy saving curve.
  • the process of performing optimal power flow calculation by using the algorithm model and the electrical state information and outputting control signals to a plurality of bidirectional converters further includes:
  • a regulation signal is output to the energy storage device of the rail transit traction power supply system.
  • the process of performing optimal power flow calculation by using the algorithm model and the electrical state information and outputting control signals to a plurality of bidirectional converters further includes:
  • the process of performing optimal power flow calculation by using the algorithm model and the electrical state information and outputting control signals to multiple converters further includes:
  • a control signal is output to the new energy power generation system of the rail transit traction power supply system.
  • the process of constructing the algorithm model of the rail transit traction power supply system includes:
  • the bidirectional converter is equivalent to an equivalent internal resistance and an ideal voltage source in series;
  • the train is equivalent to a controlled current source; the power of the controlled current source is determined according to the vehicle operation information of the train.
  • the process of performing optimal power flow calculation by using the algorithm model and the electrical state information and outputting control signals to multiple bidirectional converters specifically includes:
  • the control signals are output to the plurality of the bidirectional converters, so that the rail transit traction power supply system achieves the objective of the system optimization objective function.
  • the system optimization objective function includes:
  • the minimum objective function of system active power, and/or the minimum objective function of system loss, and/or the minimum objective function of system maximum demand, and/or the minimum objective function of system operating cost are provided.
  • control device for a rail transit traction power supply system including:
  • the processor is configured to implement the steps of the control method of the rail transit traction power supply system according to any one of the above when executing the computer program.
  • the present application also discloses a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the rail transit traction power supply described in any one of the above is realized.
  • the application discloses a traction power supply system for rail transit, comprising: a high-voltage AC power supply bus, a plurality of bidirectional converters, a DC power supply bus for powering trains, and multiple groups of in-station equipment; one end of each of the bidirectional converters is It is connected to the high-voltage AC power supply bus, and the other end is connected to the DC power supply bus; each group of the in-station equipment is connected to the high-voltage AC power supply bus.
  • the present application uses a bidirectional converter to connect the DC power supply bus and the AC power supply bus, flexibly distributes the power output size and direction on the DC power supply bus and the AC power supply bus, and actively controls to reduce the possible grid voltage fluctuations. Brake feedback, harmonic control and reactive power compensation, thereby improving the efficiency of regenerative braking energy recovery and traction power supply, so as to achieve green, controllable, safe, efficient and intelligent operation of the entire power supply and distribution network.
  • FIG. 1 is a structural distribution diagram of a traction power supply system for rail transit in an embodiment of the present invention
  • FIG. 2 is a flow chart of steps of a control method of a rail transit traction power supply system in an embodiment of the present invention
  • Fig. 3 is the comparison diagram of the operation curve in the prior art in the embodiment of the present invention and the application;
  • FIG. 4 is a flow chart of steps of a specific control method of a rail transit traction power supply system in an embodiment of the present invention
  • FIG. 5 is a schematic diagram of an algorithm model of a rail transit traction power supply system in an embodiment of the present invention
  • Fig. 6 is the corresponding graph of the running speed of a train and the power supply in the embodiment of the present invention.
  • FIG. 7 is a schematic diagram of a working mode of a four-quadrant branch according to the specific example described in the embodiment of the present invention.
  • FIG. 8 is a schematic diagram of total active power consumption of the network according to the specific example described in the embodiment of the present invention.
  • FIG. 9 is a schematic diagram of a network bus loss of a specific example described in the embodiment of the present invention.
  • the present application uses a bidirectional converter to connect the DC power supply bus and the AC power supply bus, flexibly distributes the power output size and direction on the DC power supply bus and the AC power supply bus, and actively controls to reduce the possible grid voltage fluctuations. Brake feedback, harmonic control and reactive power compensation, thereby improving the efficiency of regenerative braking energy recovery and traction power supply, so as to achieve green, controllable, safe, efficient and intelligent operation of the entire power supply and distribution network.
  • An embodiment of the present invention discloses a rail transit traction power supply system, as shown in FIG. 1 , including: a high-voltage AC power supply bus 1 , a plurality of bidirectional converters 2 , a DC power supply bus 3 for supplying power to trains, and multiple groups of in-station equipment 4 ;
  • each bidirectional converter 2 is connected to the high-voltage AC power supply bus 1, and the other end is connected to the DC power supply bus 3;
  • Each group of in-station equipment 4 is connected to the high-voltage AC power supply bus 1 .
  • each bidirectional converter 2 is connected to the high-voltage AC power supply bus 1 and the DC power supply bus 3, and the bidirectional power supply between the high-voltage AC power supply bus 1 and the DC power supply bus 3 can be realized by controlling the bidirectional converter 2.
  • Flow, its control form is PWM (Pulse Width Modulation, pulse width modulation) signal
  • PWM Pulse Width Modulation, pulse width modulation
  • controllable devices include but are not limited to IGBT tubes (Insulated Gate Bipolar Transistor, insulated gate bipolar transistors), thyristors, MOS tubes (Metal Oxide Semiconductor) , field effect transistors) and so on.
  • the bidirectional converter 2 in this embodiment simultaneously realizes the functions of the original uncontrolled diode rectifier unit and the energy feedback device, the network structure of the traction power supply system is simplified, the number of devices is significantly reduced, and the actual floor space is reduced.
  • the power supply design should be designed according to multiple rated capacity, resulting in a great waste of resources and energy.
  • the bidirectional converter 2 actively controls the energy. The output reduces the fluctuation of network voltage, and the design redundancy is much smaller than that of diodes, and the design cost is less.
  • the high-voltage AC power supply bus 1 is usually an AC power grid of 35kV or 10kV
  • the DC power supply bus 3 usually selects DC1500V or DC750V.
  • the high-voltage AC power supply bus 1 in this embodiment is a plurality of high-voltage AC power supply buses connected by a bus tie switch and powered by different high-voltage AC power sources.
  • the high-voltage AC power supply bus 1 includes two 35kV AC busbars connected by bus tie switches, and the two 35kV AC busbars are respectively powered by two 110kV high-voltage AC power sources through transformers.
  • there are other solutions for the structural form of the high-voltage AC power supply bus 1 and the source of the AC power supply which can be designed according to the actual situation in the project, which is not limited in this embodiment.
  • each traction substation includes traction power supply equipment and auxiliary power supply equipment.
  • the traction power supply equipment mainly refers to the bidirectional converter 2, and the auxiliary power supply equipment is also the in-station equipment 4.
  • Power is drawn from the high-voltage AC power supply bus 1 through a 400V power transformer.
  • the station equipment 4 includes station air conditioners, elevators, ventilation, etc.
  • the power of the station equipment 4 is adjustable, which can be used to suppress the network voltage fluctuation of the high-voltage AC power supply bus 1 .
  • the rail transit traction power supply system may further include:
  • a new energy power generation system 5 connected to the high-voltage AC power supply bus 1 .
  • the rail transit traction power supply system may further include:
  • An energy storage device 6 connected to the DC power supply bus 3 .
  • both the new energy power generation system 5 and the energy storage device 6 are optional devices, and these two devices and the equipment 4 in the station can be used as power auxiliary adjustment of the traction power supply system to improve the power quality of the traction power supply system. Operational stability and operation economy.
  • the rail transit traction power supply system also includes:
  • An ECMS Electronic control management system that outputs a control signal to the bidirectional converter 2.
  • the stable operation of the rail transit traction power supply system depends on the accurate control of various equipment, especially the bidirectional converter 2.
  • the ECMS is used to control the bidirectional converter 2.
  • the ECMS is also used to calculate the optimal power flow according to the electrical state information of the bidirectional converter 2 to determine the control signal.
  • the optimal power flow calculation here refers to constructing an algorithm model by using various equipments, and performing power flow calculation on the algorithm model, aiming at reducing the line loss and reducing the feed to the high-voltage AC power supply bus 1 as the optimization goal, and outputting the corresponding control signal.
  • the ECMS when performing the optimal power flow calculation, the ECMS needs to obtain the electrical status information of the bidirectional converter 2, and the ECMS and the bidirectional converter 2 establish a communication link using an optical fiber or a 4G communication module to realize information transmission.
  • PSCADA Power Supervisory Control And Data Acquisition, power monitoring system
  • the ECMS is connected with the ATS (Automatic Train Supervision, automatic train monitoring system), and is also used to determine the control signal according to the vehicle operation information of the ATS.
  • vehicle operation information of the ATS implies the energy exchange between the train and the DC power supply bus 3.
  • the vehicle operation information, as the relevant parameters of the control signal determined by the ECMS, can further improve the efficiency of the rail transit traction power supply system during the train operation. Control optimization to reduce the power fluctuation of the traction power supply system caused by the energy change of the train.
  • the application discloses a traction power supply system for rail transit, comprising: a high-voltage AC power supply bus, a plurality of bidirectional converters, a DC power supply bus for powering trains, and multiple groups of in-station equipment; one end of each of the bidirectional converters is It is connected to the high-voltage AC power supply bus, and the other end is connected to the DC power supply bus; each group of the in-station equipment is connected to the high-voltage AC power supply bus.
  • the present application uses a bidirectional converter to connect the DC power supply bus and the AC power supply bus, flexibly distributes the power output size and direction on the DC power supply bus and the AC power supply bus, and actively controls to reduce the possible grid voltage fluctuations. Brake feedback, harmonic control and reactive power compensation, thereby improving the efficiency of regenerative braking energy recovery and traction power supply, so as to achieve green, controllable, safe, efficient and intelligent operation of the entire power supply and distribution network.
  • an embodiment of the present application also discloses a control method for a traction power supply system for rail transit, which is applied to the traction power supply system for rail transit as described in any of the above.
  • the control method includes:
  • S03 Perform optimal power flow calculation by using the algorithm model and the electrical state information, and output control signals to a plurality of bidirectional converters.
  • control method in this embodiment can be implemented by ECMS, and the bidirectional converter is controlled according to the optimal power flow calculation, so as to realize the green, controllable, efficient, safe and intelligent of the entire rail transit traction power supply system.
  • the method further includes:
  • vehicle operation information of the train through the ATS where the vehicle operation information includes operation speed and operation power;
  • step S03 the process of using the algorithm model and the electrical state information to calculate the optimal power flow and outputting control signals to multiple bidirectional converters in step S03 includes:
  • the optimal power flow calculation is performed according to the principle of the nearby power supply of the train, and control signals are output to a plurality of bidirectional converters, so that the train runs according to the preset energy saving curve.
  • the target operation curve of the vehicle can be used as one of the control objectives to control the bidirectional converter.
  • the target operation curve usually prolongs the vehicle coasting time as much as possible on the premise of ensuring the maximum speed limit and the interval operation time.
  • the operation curve of this characteristic is also the preset energy saving curve in this embodiment, as shown in the comparison diagram of the operation curves in FIG. 3 , in this embodiment the inertia time is significantly prolonged.
  • the train since the train can run strictly according to the preset energy-saving curve, it can be used as a reference for the dispatch plan during the control process, rather than relying solely on the instant feedback of the vehicle operation information as the control basis, which improves the traction power supply system.
  • Operational stability The control of the bidirectional converter, based on the current algorithm model, electrical state information, vehicle operation information, vehicle predicted position and preset energy saving curve, performs optimal power flow calculation, and reduces the braking time by matching the load and power supply of the bidirectional converter. , eliminating the unnecessary consumption and waste of electric energy, the traction power supply system does not need more rated capacity settings, and the design cost is reduced.
  • other power units in the traction power supply system can also participate in electric energy regulation, for example: output regulation signals to the energy storage equipment of the rail transit traction power supply system; output regulation signals to the equipment in the station; to the rail transit traction power supply system
  • the new energy power generation system outputs control signals.
  • the traction substation takes power from the high-voltage AC power supply bus through the 400V power transformer to supply power to the equipment in the station.
  • the equipment in the station communicates with the ECMS information, and the control signal is used to control the power of the equipment in the station, which can suppress the high-voltage AC power supply bus. network pressure fluctuations.
  • the energy storage equipment can also play the role of shaving peaks and filling valleys, stabilizing the DC grid voltage, and achieving the purpose of energy saving.
  • New energy power generation systems such as photovoltaic power generation systems and wind power generation systems, further deepen the energy-saving effect of the traction power supply system.
  • control signal enables the bidirectional converter to flexibly allocate the magnitude and direction of the power output on the DC power supply bus and the AC power supply bus, and the active control reduces possible grid voltage fluctuations, and simultaneously realizes voltage transformation and braking feedback. , harmonic control and reactive power compensation, thereby improving the energy recovery efficiency of regenerative braking and the efficiency of traction power supply, so as to realize the green, controllable, safe, efficient and intelligent operation of the entire power supply and distribution network.
  • the embodiment of the present invention discloses a specific control method of a traction power supply system for rail transit. Compared with the previous embodiment, this embodiment further describes and optimizes the technical solution. See Figure 4, specifically:
  • the bidirectional converter is equivalent to a series-connected equivalent internal resistance and an ideal voltage source
  • the system optimization objective function includes:
  • the minimum objective function of system active power, and/or the minimum objective function of system loss, and/or the minimum objective function of system maximum demand, and/or the minimum objective function of system operating cost are provided.
  • the control method in this embodiment is also called optimal power flow control.
  • the optimal power flow model was proposed by the French scholar Carpentier in the 1960s. It is a very complex nonlinear programming problem, which affects the load distribution and structure of the system. Under the condition that the parameters are all known, some control variables are adjusted to meet the constraints of the system, so that the power system maintains stable operation and achieves the predetermined goal to achieve the optimal goal.
  • the optimal power flow can be used to control the power flow of the traction power supply system by changing the operating states of distributed power sources, energy storage equipment, adjustable loads and bidirectional converters.
  • this embodiment needs to establish a model, determine the current network power flow state according to the current information; consider the constraints of stable operation; determine the objective function; and perform the optimal power flow calculation.
  • the traction power supply system discussed here includes a bidirectional converter, a high-voltage AC power supply busbar connected to the bidirectional converter, and a DC power supply busbar.
  • the influence of the upper-level power supply system on power supply and distribution is not considered here.
  • the bidirectional converter is equivalent to an equivalent internal resistance and an ideal voltage source in series.
  • the voltage of the ideal voltage source is determined according to the working state of the rectifier branch of the bidirectional converter, and the equivalent internal resistance is given by
  • the parameters and working state of the 24-pulse rectifier and the rectifier branch of the bidirectional converter are determined; the modeling principle of the energy-feeding branch of the bidirectional converter is similar, and the direction of the diode is opposite to indicate the energy flow.
  • bidirectional converters cannot operate in rectifier mode and feeder mode at the same time.
  • the bidirectional converter supplies power to the DC power supply bus, and there are two modes of unilateral power supply and bilateral power supply, and the mainstream scheme is bilateral power supply.
  • bilateral power supply the entire DC power supply system forms a large DC power supply network, and the equivalent model of the power supply to the train is a relatively large and complex time-varying network, and the modeling and solution are complex.
  • a power supply arm in the power supply system is taken for research to simplify the mathematical model.
  • the simplified equivalent model of the traction network is shown in Figure 5.
  • the train is equivalent to a controlled current source, and the electric power interacting with the power grid is calculated according to the train compliance model.
  • the train load is the load with the highest peak power in the rail transit traction power supply system, and its load characteristics directly affect the power flow.
  • the mathematical model of the traction braking characteristics of the vehicle can be deduced, and the energy data of the vehicle can be obtained through the traction calculation, which can be substituted into the simplified traction power supply network model above.
  • the control modes of the asynchronous traction motor during train traction include constant torque mode, constant power mode and constant voltage and constant slip mode; during braking, the asynchronous traction motor also has these three control modes, but different from traction, due to the existence of air control
  • the action is a supplement to the braking force, and the vehicle can achieve constant deceleration braking within the full speed range, so the braking time is shorter than the traction time, and the allowable power overload coefficient under braking conditions is greater than that under traction conditions; except for traction and traction conditions.
  • Braking when the train is inert, the running resistance of the vehicle makes it slow down slowly, and the motor does not generate electric power consumption; when the train runs at a constant speed, the traction force is equal to the running resistance. It can be seen that the power data of the train is different under different working conditions. For example, as shown in Figure 6, according to the running state of the train, the vehicle operation information can be obtained, and then the equivalent model of the train can be determined.
  • the current network power flow state can be determined by calculating the power flow according to the current electrical state information.
  • the power flow calculation usually uses an iterative algorithm. Specifically, the picard iteration method, block chasing method, etc. can be used to solve the node admittance equation of the algorithm model, and the current network power flow state in the algorithm model can be determined with a small time cost and calculation amount.
  • each optimization objective can be solved by using a weighted combination algorithm or converted into constraints, concentrated in one optimization objective function, or solved by other multi-objective optimization algorithms.
  • Train braking is the most typical working condition in urban rail applications.
  • the kinetic energy is converted into electrical energy, and the motor feeds electrical energy into the traction DC grid, resulting in a rise in grid voltage.
  • the train braking time is short, the feedback power is large, the peak power exceeds the traction power, and the subway brakes frequently, the optimal utilization of the braking energy can bring great benefits and is of great significance.
  • the optimal utilization of braking energy includes the following angles.
  • U er,i and R er,i are the port voltage and internal resistance of the i-th bidirectional converter, respectively
  • U j is the voltage value of the connection point between the j-th train and the traction power supply system
  • R j is the j-th train
  • the line equivalent resistance between the train and j+1 trains, U es,i and R es,i are the port voltage and internal resistance of the energy storage branch, respectively.
  • the first term represents the loss on each branch of the bidirectional converter
  • the second term represents the line transmission loss
  • the third term represents the energy storage branch loss.
  • P loss is taken to the minimum value, it represents the minimum loss of the entire system.
  • i is only used for the summation of similar items, not to emphasize the correspondence between the bidirectional converter and the energy storage system, and there is no necessary correspondence between the two.
  • U er,i and I er,i are the branch port voltage and current of the i-th bidirectional converter, respectively.
  • the bidirectional converter feeds back the most braking energy to other branches.
  • U j and I j are the voltage and current of the jth train, respectively.
  • the weight coefficient ⁇ k is calculated by the following formula
  • P * represents the optimal value of the corresponding optimization sub-goal.
  • Optimizing for each device object or combining different devices that is, the optimization target at the sub-component level.
  • the sub-component-level optimization goals are related to specific equipment and working scenarios.
  • the joint optimization of photovoltaic power generation and energy storage equipment in energy storage equipment and new energy power generation systems is briefly explained.
  • Energy storage equipment can only realize the storage and release of energy, and cannot directly create value, and its benefits come from the functions it provides. Most of the optimization goals of energy storage focus on maximizing the benefits of energy storage.
  • the energy storage equipment obtains the price difference income through "low storage and high discharge".
  • P pv is the peak-valley spread arbitrage
  • p H and p L are the peak and valley prices
  • Q is the stored electricity
  • C d is the cost of the energy storage equipment.
  • the power supply department will charge a certain basic electricity fee every month based on the transformer capacity or the maximum demand.
  • the monthly capacity electricity cost is:
  • P dem is the reduced demand fee
  • pri dem and P dem are the capacity fee and the reduced peak load, respectively
  • C d is the depreciation fee of the energy storage equipment.
  • the energy storage can absorb the excess electricity, which can effectively improve the self-consumption rate of the photovoltaics and increase the revenue of the photovoltaic system.
  • P pv-es is the benefit brought by the combined operation of photovoltaic and storage
  • p H and ⁇ Q pv are the peak price and excess photovoltaic power absorbed by the energy storage, respectively
  • C d is the depreciation cost of the energy storage equipment.
  • the above optimization requires energy storage to be charged in one period and discharged in another period, which is inseparable from the energy storage scheduling plan. Because the control variables of the energy storage device are relatively limited, only the charging and discharging power can be adjusted, and the energy storage SOC is restricted. Therefore, in order to achieve the optimal goal of energy storage photovoltaics, it is necessary to study the photovoltaic output characteristics, load output characteristics and the energy storage scheduling algorithm with the greatest benefit under the peak-valley electricity price system.
  • the optimization goals are:
  • the global strategy is used for global optimization of the entire system.
  • the optimization objectives include minimum system active power, minimum system loss, and minimum system maximum demand.
  • U er,i and I er,i are the branch port voltage and current of the ith bidirectional converter, respectively, and U DG,i and ID G,i are the port voltage and current of the ith distributed power supply, respectively , the distributed power source is also a new energy power generation system, and Real is the active part of the complex power of each branch.
  • the first item in the formula represents the active power on each branch of the bidirectional converter, and the second item represents the active power on the distributed power branch.
  • P ActiveP takes the minimum value, it represents the minimum active power of the entire system.
  • U er,i and R er,i are the branch port voltage and internal resistance of the i-th bidirectional converter, respectively, U j is the voltage value of the connection point between the j-th train and the traction power supply system, and R j is the The line equivalent resistance between j and j+1 trains, U DG,i and R DG,i are the branch port voltage and internal resistance of the i-th distributed power source, U es,i and R es,i respectively are the port voltage and internal resistance of the energy storage branch.
  • the first term represents the loss on each branch of the bidirectional converter
  • the second term represents the line transmission loss
  • the third term represents the distributed power branch loss
  • the fourth term represents the energy storage branch loss.
  • ECMS can carry out capacity configuration management through the energy storage system, store energy in the valley of electricity consumption, discharge at the peak of electricity consumption, and reduce the maximum demand; it can also be combined with the load-side response technology to reduce the adjustable load power during peak electricity consumption, Divert or shut down part of the load to cut back on maximum demand.
  • P Peak is the maximum demand
  • P Peak0 is the maximum demand before taking measures
  • P es_dem and P load-dem are the maximum demand reduced by energy storage and adjustable load during the peak period, respectively.
  • the weight coefficient ⁇ k is calculated by the following formula
  • the objective function of minimum system operating cost refers to the fuel cost, power generation cost, etc. at the economic level, which will not be listed here.
  • Controllable variables include:
  • the voltage and current of the bidirectional converter are controlled by the control signal
  • the state of the energy storage device is controlled by the control signal to be charging, discharging or offline;
  • the state of the new energy power generation system is controlled by the control signal, for example, the state of the photovoltaic power generation system is controlled to be MPPT mode, constant pressure mode or offline;
  • the load power consumption of the equipment in the station is controlled by the control signal.
  • the conventional power supply and distribution network has the following constraints:
  • U low and U high are the lower and upper limits of the traction grid voltage, respectively.
  • the bidirectional converter branch and the energy storage branch also have an upper limit on the allowable injected power. In order to ensure the normal operation of the branch, the branch power cannot exceed the upper limit.
  • P high,er,i and P high,es,i are the upper power limits of the bidirectional converter branch and the energy storage branch, respectively.
  • the service life of the energy storage device is reflected in the upper limit of the number of charge and discharge cycles of the energy storage device:
  • the optimal power flow problem is essentially a discrete, nonlinear, multi-objective constrained combinatorial optimization problem, which requires the application of multi-objective optimization algorithms to obtain appropriate practical solutions.
  • algorithms for solving the optimal flow including quadratic programming, linear programming, nonlinear programming, hybrid programming, and artificial intelligence algorithms such as particle swarm optimization and genetic algorithm.
  • Figure 5 sets the scene as follows:
  • the four-quadrant branch ER of the bidirectional converter includes a rectifier branch and an energy feeder branch, and the control variables that can be adjusted by the ECMS in this network include the DC side voltages U 1 and U 5 .
  • the DC voltage adjustment range of the four-quadrant branch is set to a minimum of 1600V and a maximum of 1950V. The following analyzes the power flow of U 1 and U 5 in the range of 1600V to 1950V.
  • Node voltage initialization Set the initial value of all node voltages in Figure 5 to 1600V.
  • Train power setting the train power of the I2 branch is set to 3.77MW , the train power of the I3 branch is set to -5MW, and the train power of the I4 branch is set to 0.
  • the two four-quadrant branches operate in the feedback mode. Because there is a traction train branch between ER 1 and the braking train to absorb power, the feedback power of ER 1 is 91.3kW, which is less than that of ER 2 , which is 754kW.
  • FIG. 7 The operating modes of the two four-quadrant branches over the entire voltage regulation range are shown in Figure 7.
  • 0 means ER 1 rectifies ER 2 feedback
  • -1 means ER 1 feedback ER 2 rectification
  • -2 means both ER 1 and ER 2 are in feedback mode. Due to the small feedback power of ER 1 , when the DC voltage value of ER 1 is higher than 1630V, there is a rectifier working mode, and ER 2 needs to be higher than 1870V to switch to the rectifier mode.
  • the total active power consumption of the network for this example is shown in Figure 8. Because the braking train is at the shock peak value of 5MW, the total active power is a negative value. When the DC voltages of ER 1 and ER 2 are both 1950V, the feedback power of the entire DC network reaches a peak value of 955.5kW, and the total active power is the smallest.
  • the network bus loss of this example is shown in Figure 9, and the change trend of the line loss power is basically symmetrical.
  • the loss is smaller, and the loss becomes larger when the voltages are not equal; when the voltage of ER 1 and ER 2 is 1950V, the minimum network loss of 272.7kW is obtained.
  • the ECMS receives electrical status information and vehicle operation information, including the AC and DC side voltage and current of the bidirectional converter, the speed and power of the train, and even the AC network and rail impedance parameters, etc., and iteratively calculates the entire traction
  • the network space matrix expression of the power supply system can realize the digital reconstruction of the power supply network; considering the constraints such as dispatching loss and power of each substation, network voltage fluctuations, harmonics, power factors, etc., it is necessary to ensure the safe and stable operation of the traction power supply network and trains.
  • ECMS can flexibly configure the bidirectional converters of all substations on the whole line through control signals, so that they work in working modes such as rectification, inverter and reactive power compensation, and solve the problem of circulating current between multiple bidirectional converters. , while improving the power quality of the entire power supply network.
  • the ECMS when the ECMS detects that there is a large impact power demand, it will preferentially start the bidirectional converters at multiple sites to provide traction energy; when the braking energy is large, it will preferentially start the bidirectional converters at multiple sites for energy feedback, reducing the power of the substation. and the peak capacity of the converter device to reduce grid voltage fluctuations; ECMS calculates the power flow of the whole network in real time according to the received operating data of the vehicle, grid and bidirectional converter, and finds the optimal DC output voltage command of the bidirectional converter , to realize the flexible distribution of regenerative braking energy in the traction power supply network, to ensure that the regenerative braking energy is fully recycled between the braking vehicle and the traction vehicle, and to greatly reduce the line loss.
  • the ECMS can comprehensively and dynamically adjust the output characteristics of multiple bidirectional converters on the line power supply line, and flexibly allocate the power output or recovery of each bidirectional converter from the DC power supply network and the direction of the power flow. Therefore, when When a substation fails, the power supply distance increases. ECMS can adjust the target value of voltage regulation of the adjacent substation in the traction power supply system to ensure the safety of train power consumption and avoid vehicle power limitation.
  • This embodiment solves the problems of large grid voltage fluctuation, poor power quality, high loss, and insufficient utilization of braking energy in the prior art, and also opens up the information network between train operation and power grid operation, so as to match and improve power supply and train load.
  • Operating density and making the train run according to the system optimization objective function provide the control basis.
  • the power supply distance increases, the number of required traction substations is reduced, and the power equipment
  • the investment in fixed assets is reduced; because the bidirectional converter replaces the uncontrolled diode rectifier unit and energy feedback device, the number of equipment is reduced, and the internal area of the substation is reduced.
  • the energy of the traction power supply system is flexibly regulated according to the control method in this embodiment, and the whole power supply and distribution network is green, green, and Controllable, safe, efficient and intelligent operation.
  • an embodiment of the present application also discloses a control device for a traction power supply system for rail transit, including a processor and a memory; wherein, the processor implements the following steps when executing the computer program stored in the memory:
  • Optimal power flow calculation is performed using the algorithm model and the electrical state information, and control signals are output to a plurality of bidirectional converters.
  • the present application uses a bidirectional converter to connect the DC power supply bus and the AC power supply bus, flexibly distributes the power output size and direction on the DC power supply bus and the AC power supply bus, actively controls and reduces the possible grid voltage fluctuations, and simultaneously realizes voltage conversion, Brake feedback, harmonic control and reactive power compensation, thereby improving the efficiency of regenerative braking energy recovery and traction power supply, so as to achieve green, controllable, safe, efficient and intelligent operation of the entire power supply and distribution network.
  • vehicle operation information of the train through the ATS where the vehicle operation information includes operation speed and operation power;
  • the optimal power flow calculation is performed according to the principle of the nearby power supply of the train, and control signals are output to a plurality of bidirectional converters, so that the train runs according to the preset energy saving curve.
  • a regulation signal is output to the energy storage device of the rail transit traction power supply system.
  • a control signal is output to the new energy power generation system of the rail transit traction power supply system.
  • the bidirectional converter is equivalent to an equivalent internal resistance and an ideal voltage source in series;
  • the train is equivalent to a controlled current source; the power of the controlled current source is determined according to the vehicle operation information of the train.
  • the control signals are output to the plurality of the bidirectional converters, so that the rail transit traction power supply system achieves the objective of the system optimization objective function.
  • the system optimization objective function includes:
  • the minimum objective function of system active power, and/or the minimum objective function of system loss, and/or the minimum objective function of system maximum demand, and/or the minimum objective function of system operating cost are provided.
  • an embodiment of the present application also discloses a computer-readable storage medium.
  • the computer-readable storage medium mentioned here includes random access memory (RAM), internal memory, read only memory (ROM), electrically programmable ROM, electrically programmable storage medium. Erase programmable ROM, registers, hard disk, removable hard disk, CD-ROM, or any other form of storage medium known in the art.
  • a computer program is stored in the computer-readable storage medium, and when the computer program is executed by the processor, the following steps are implemented:
  • Optimal power flow calculation is performed using the algorithm model and the electrical state information, and control signals are output to a plurality of bidirectional converters.
  • the present application uses a bidirectional converter to connect the DC power supply bus and the AC power supply bus, flexibly distributes the power output size and direction on the DC power supply bus and the AC power supply bus, and actively controls to reduce the possible grid voltage fluctuations. Brake feedback, harmonic control and reactive power compensation, thereby improving the efficiency of regenerative braking energy recovery and traction power supply, so as to achieve green, controllable, safe, efficient and intelligent operation of the entire power supply and distribution network.
  • vehicle operation information of the train through the ATS where the vehicle operation information includes operation speed and operation power;
  • the optimal power flow calculation is performed according to the principle of the nearby power supply of the train, and control signals are output to a plurality of bidirectional converters, so that the train runs according to the preset energy saving curve.
  • a regulation signal is output to the energy storage device of the rail transit traction power supply system.
  • a control signal is output to the new energy power generation system of the rail transit traction power supply system.
  • the bidirectional converter is equivalent to an equivalent internal resistance and an ideal voltage source in series;
  • the train is equivalent to a controlled current source; the power of the controlled current source is determined according to the vehicle operation information of the train.
  • the control signals are output to the plurality of the bidirectional converters, so that the rail transit traction power supply system achieves the objective of the system optimization objective function.
  • the system optimization objective function includes:
  • the minimum objective function of system active power, and/or the minimum objective function of system loss, and/or the minimum objective function of system maximum demand, and/or the minimum objective function of system operating cost are provided.

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Abstract

一种轨道交通牵引供电系统及其控制方法、相关组件，该轨道交通牵引供电系统包括：高压交流供电母线、多个双向变流器、为列车供电的直流供电母线、多组站内设备；每个双向变流器的一端均与高压交流供电母线连接，另一端均与直流供电母线连接；每组站内设备均与高压交流供电母线连接。本申请利用双向变流器连接直流供电母线和交流供电母线，灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网络的绿色、可控、安全、高效、智能化运行。

Description

轨道交通牵引供电系统及其控制方法、相关组件
本申请要求于2010年10月23日提交中国专利局、申请号为202011147149.4、申请名称为“轨道交通牵引供电系统及其控制方法、系统及相关组件”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牵引供电领域，特别涉及一种轨道交通牵引供电系统及其控制方法、相关组件。
背景技术
当前，国内外城市轨道交通供电通常均采用DC1500V/750V进行供电，且均采用二极管整流机组从35kV或10kV交流电网取电，一个牵引变电所通常包括两个12脉冲整流器构成24脉冲整流机组为直流牵引网供电。同时出于节能减排，轨道线路中会设置能馈装置，用于将列车制动能馈反馈至交流电网，做到能量的二次利用。
由于牵引供电系统不控整流、脉冲式用能等特点，导致系统中存在大量低次谐波、功率因数不高，需要额外配置谐波治理和无功补偿装置，同时因为二极管下垂特性，导致网压波动较大，线路损耗占比高。
因此，如何提供一种解决上述技术问题的方案是目前本领域技术人员需要解决的问题。
申请内容
有鉴于此，本发明的目的在于提供一种轨道交通牵引供电系统及其控制方法、相关组件，利用双向变流器替换原二极管整流机组，避免了二极管下垂特性导致的网压波动，提高了牵引供电效率，进一步提升了供电网络的电能质量。其具体方案如下：
一种轨道交通牵引供电系统，包括：高压交流供电母线、多个双向变流器、为列车供电的直流供电母线、多组站内设备；
每个所述双向变流器的一端均与所述高压交流供电母线连接，另一端均与所述直流供电母线连接；
每组所述站内设备均与所述高压交流供电母线连接。
优选的，所述轨道交通牵引供电系统还包括：
与所述高压交流供电母线连接的新能源发电系统。
优选的，所述轨道交通牵引供电系统还包括：
与所述直流供电母线连接的储能设备。
优选的，所述高压交流供电母线具体为：
由母联开关连接、分别由不同的高压交流电源供电的多个高压交流供电母线。
优选的，所述轨道交通牵引供电系统还包括：
向所述双向变流器输出控制信号的ECMS。
优选的，所述ECMS用于根据所述双向变流器的电气状态信息进行最优潮流计算确定所述控制信号。
优选的，所述ECMS与所述双向变流器利用光纤或4G通信模块建立通信链路。
优选的，所述ECMS与ATS连接，还用于根据所述ATS的车辆运行信息确定所述控制信号。
相应的，本申请还公开了一种轨道交通牵引供电系统的控制方法，应用于如上文任一项所述轨道交通牵引供电系统，所述控制方法包括：
构建所述轨道交通牵引供电系统的算法模型；
获取所述轨道交通牵引供电系统的电气状态信息；
利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号。
优选的，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号之前，还包括：
通过ATS获取所述列车的车辆运行信息，所述车辆运行信息包括运行速度和运行功率；
所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向 多个双向变流器输出控制信号的过程，包括：
根据所述车辆运行信息得到车辆预测位置；
利用所述算法模型、所述电气状态信息、所述车辆运行信息和所述车辆预测位置，按照所述列车的就近供电原则进行最优潮流计算，并向多个双向变流器输出控制信号，以使所述列车按预设节能曲线运行。
优选的，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，还包括：
向所述轨道交通牵引供电系统的储能设备输出调控信号。
优选的，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，还包括：
向站内设备输出调控信号。
优选的，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个变流器输出控制信号的过程，还包括：
向所述轨道交通牵引供电系统的新能源发电系统输出调控信号。
优选的，所述构建所述轨道交通牵引供电系统的算法模型的过程，包括：
将双向变流器等效为串联的等效内电阻和理想电压源；
将列车等效为受控电流源；所述受控电流源的功率根据所述列车的车辆运行信息确定。
优选的，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，具体包括：
利用所述算法模型和所述电气状态信息进行潮流计算，确定当前算法模型的网络潮流状态；
根据所述网络潮流状态及系统优化目标函数，确定所述控制信号；
向多个所述双向变流器输出所述控制信号，以使所述轨道交通牵引供电系统达到系统优化目标函数的目标。
优选的，所述系统优化目标函数包括：
系统有功功率最小目标函数、和/或系统损耗最小目标函数、和/或系统最大需量最小目标函数、和/或系统运行成本最小目标函数。
相应的，本申请还公开了一种轨道交通牵引供电系统的控制装置，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时实现如上文任一项所述轨道交通牵引供电系统的控制方法的步骤。
相应的，本申请还公开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文任一项所述轨道交通牵引供电系统的控制方法的步骤
本申请公开了一种轨道交通牵引供电系统，包括：高压交流供电母线、多个双向变流器、为列车供电的直流供电母线、多组站内设备；每个所述双向变流器的一端均与所述高压交流供电母线连接，另一端均与所述直流供电母线连接；每组所述站内设备均与所述高压交流供电母线连接。本申请利用双向变流器连接直流供电母线和交流供电母线，灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网络的绿色、可控、安全、高效、智能化运行。
附图说明
图1为本发明实施例中一种轨道交通牵引供电系统的结构分布图；
图2为本发明实施例中一种轨道交通牵引供电系统的控制方法的步骤流程图；
图3为本发明实施例中现有技术与本申请中运行曲线对比图；
图4为本发明实施例中一种具体的轨道交通牵引供电系统的控制方法的步骤流程图；
图5为本发明实施例中一种轨道交通牵引供电系统的算法模型示意图；
图6为本发明实施例中一种列车的运行速度与供电功率的对应曲线图；
图7为本发明实施例中所述具体示例的四象限支路的工作模式示意图；
图8为本发明实施例中所述具体示例的网络总有功消耗的示意图；
图9为本发明实施例中所述具体示例的网络总线损的示意图。
具体实施方式
下面将结合本申请中的说明书附图，对申请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申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，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，都属于本申请保护的范围。
实施例一
由于牵引供电系统不控整流、脉冲式用能等特点，导致系统中存在大量低次谐波、功率因数不高，需要额外配置谐波治理和无功补偿装置，同时因为二极管下垂特性，导致网压波动较大，线路损耗占比高。本申请利用双向变流器连接直流供电母线和交流供电母线，灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网络的绿色、可控、安全、高效、智能化运行。
本发明实施例公开了一种轨道交通牵引供电系统，参见图1所示，包括：高压交流供电母线1、多个双向变流器2、为列车供电的直流供电母线3、多组站内设备4；
每个双向变流器2的一端均与高压交流供电母线1连接，另一端均与直流供电母线3连接；
每组站内设备4均与高压交流供电母线1连接。
可以理解的是，每个双向变流器2连接高压交流供电母线1和直流供电母线3，通过控制双向变流器2即可实现电能在高压交流供电母线1和直流供电母线3之间的双向流动，其控制形式为PWM(Pulse Width Modulation，脉冲宽度调制)信号，其可控器件包括但不限于IGBT管(Insulated Gate Bipolar Transistor，绝缘栅双极型晶体管)、晶闸管、MOS管(Metal Oxide Semiconductor，场效应晶体管)等。由于本实施例中双向变流器2同时实现 了原来不控二极管整流机组和能量回馈装置的功能，从而简化了牵引供电系统的网络结构，设备数量明显减少，实际占地面积减小。相较不控二极管整流机组由于不可控以及下垂特性，导致网压波动随负载变化、供电设计要按多倍额定容量设计，造成很大的资源和能源的浪费，双向变流器2主动控制能量输出，减弱了网压波动，设计冗余也远比二极管小，设计成本更少。
其中，高压交流供电母线1通常为35kV或10kV的交流电网，直流供电母线3通常选择DC1500V或DC750V。
进一步的，本实施例中高压交流供电母线1为：由母联开关连接、分别由不同的高压交流电源供电的多个高压交流供电母线。具体的，例如图1所示，高压交流供电母线1包括两个利用母联开关连接35kV交流母线，这两个35kV交流母线分别由两个110kV高压交流电源通过变压器进行供电。除此外，高压交流供电母线1的结构形式及交流供电来源还存在其他方案，工程中按照实际情况进行设计即可，本实施例对此不作限制。
其中，每个牵引变电所包括牵引供电设备和辅助供电设备，牵引供电设备主要指双向变流器2，辅助供电设备也即站内设备4，通过400V动力变压器从高压交流供电母线1上取电，站内设备4包括站内空调、电梯、通风等，站内设备4的功率可调，可用于抑制高压交流供电母线1的网压波动。
进一步的，轨道交通牵引供电系统还可包括：
与高压交流供电母线1连接的新能源发电系统5。
进一步的，轨道交通牵引供电系统还可包括：
与直流供电母线3连接的储能设备6。
可以理解的是，新能源发电系统5和储能设备6均属于可选配的装置，这两个装置以及站内设备4均可作为牵引供电系统的功率辅助调节，提高牵引供电系统的电能质量、运行稳定性以及运行经济性。
进一步的，轨道交通牵引供电系统还包括：
向双向变流器2输出控制信号的ECMS(Energy control management system，能源控制管理系统)。
可以理解的是，轨道交通牵引供电系统的稳定运行，依靠对各项设备 的准确控制，尤其是双向变流器2，本实施例中利用ECMS来控制双向变流器2。
具体的，ECMS还用于根据双向变流器2的电气状态信息进行最优潮流计算确定控制信号。这里的最优潮流计算是指，利用各项设备构建算法模型，并对算法模型进行潮流计算，以降低线路损耗、减少向高压交流供电母线1的馈电为优化目标，输出相应的控制信号。
可以理解的是，在进行最优潮流计算时，ECMS要获取双向变流器2的电气状态信息，ECMS与双向变流器2利用光纤或4G通信模块建立通信链路，实现信息传输。除了这种方式外，还可以利用PSCADA(Power Supervisory Control And Data Acquisition，电力监控系统)获取双向变流器2的电气状态信息，或通过其他的通信模块建立ECMS与双向变流器2的通信链路。
进一步的，ECMS与ATS(Automatic Train Supervision，自动列车监控系统)连接，还用于根据ATS的车辆运行信息确定控制信号。可以理解的是，ATS的车辆运行信息中暗含列车与直流供电母线3之间的能量交换，车辆运行信息作为ECMS确定控制信号的相关参数，能够进一步提高轨道交通牵引供电系统在列车运行过程中的控制优化，降低列车的能量变化对牵引供电系统的功率波动。
可以理解的是，如果此时轨道交通牵引供电系统中还配置了可调整的站内设备4、新能源发电系统5和储能设备6，ECMS也可同时进行控制，进而提高整个牵引供电系统中的电能质量、电压稳定度和经济效益。
本申请公开了一种轨道交通牵引供电系统，包括：高压交流供电母线、多个双向变流器、为列车供电的直流供电母线、多组站内设备；每个所述双向变流器的一端均与所述高压交流供电母线连接，另一端均与所述直流供电母线连接；每组所述站内设备均与所述高压交流供电母线连接。本申请利用双向变流器连接直流供电母线和交流供电母线，灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网 络的绿色、可控、安全、高效、智能化运行。
实施例二
相应的，本申请实施例还公开了一种轨道交通牵引供电系统的控制方法，应用于如上文任一项所述轨道交通牵引供电系统，参见图2所示，所述控制方法包括：
S01：构建所述轨道交通牵引供电系统的算法模型；
S02：获取所述轨道交通牵引供电系统的电气状态信息；
S03：利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号。
可以理解的是，本实施例中控制方法可通过ECMS实现，根据最优潮流计算控制双向变流器，实现整个轨道交通牵引供电系统的绿色、可控、高效、安全、智能化。
进一步的，步骤S03所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号之前，还包括：
通过ATS获取所述列车的车辆运行信息，所述车辆运行信息包括运行速度和运行功率；
此时步骤S03所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，包括：
根据所述车辆运行信息得到车辆预测位置；
利用所述算法模型、所述电气状态信息、所述车辆运行信息和所述车辆预测位置，按照所述列车的就近供电原则进行最优潮流计算，并向多个双向变流器输出控制信号，以使所述列车按预设节能曲线运行。
可以理解的是，现有技术中车地信息不通，导致无法提高列车运行密度，列车也不能按照最优节能曲线运行，而本实施例中轨道交通牵引供电系统的控制，考虑了车辆运行信息，因此能够将车辆的目标运行曲线作为控制目标之一对双向变流器进行控制，出于节能考虑，该目标运行曲线通常在保证最高限速和区间运行时间的前提下，尽量延长车辆惰行时间，这种特征的运行曲线也即本实施例中的预设节能曲线，如图3所示的运行曲线 对比图，本实施例中惰性时间明显延长。同时，由于列车能够较为严格地按照预设节能曲线运行，因此在控制过程中可将其作为调度计划的参考，而非单一地凭借车辆运行信息的即时反馈作为控制依据，提高了牵引供电系统的运行稳定性。双向变流器的控制，基于当前算法模型、电气状态信息、车辆运行信息、车辆预测位置和预设节能曲线进行最优潮流计算，通过双向变流器的负载和供电相互匹配，降低制动时间，消除了电能的不必要消耗和浪费，牵引供电系统不需要较多的额定容量设置，设计成本下降。
进一步的，牵引供电系统中其他功率单元也可参与电能调控中，例如：向所述轨道交通牵引供电系统的储能设备输出调控信号；向站内设备输出调控信号；向所述轨道交通牵引供电系统的新能源发电系统输出调控信号。
可以理解的是，牵引变电所通过400V动力变压器从高压交流供电母线上取电、为站内设备供电，站内设备与ECMS信息互通，利用调控信号来控制站内设备的功率，可抑制高压交流供电母线上的网压波动。
此时储能设备也可起到削峰填谷的作用，平抑直流网压，达到节能的目的。新能源发电系统，如光伏发电系统、风力发电系统，进一步加深了牵引供电系统的节能效果。
本实施例中通过控制信号，使双向变流器灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网络的绿色、可控、安全、高效、智能化运行。
实施例三
本发明实施例公开了一种具体的轨道交通牵引供电系统的控制方法，相对于上一实施例，本实施例对技术方案作了进一步的说明和优化。参见图4所示，具体的：
S11：将双向变流器等效为串联的等效内电阻和理想电压源；
S12：将列车等效为受控电流源；所述受控电流源的功率根据所述列车的车辆运行信息确定。
S13：利用所述算法模型和所述电气状态信息进行潮流计算，确定当前算法模型的网络潮流状态；
S14：根据所述网络潮流状态及系统优化目标函数，确定所述控制信号；
S15：向多个所述双向变流器输出所述控制信号，以使所述轨道交通牵引供电系统达到系统优化目标函数的目标。
具体的，所述系统优化目标函数包括：
系统有功功率最小目标函数、和/或系统损耗最小目标函数、和/或系统最大需量最小目标函数、和/或系统运行成本最小目标函数。
可以理解的是，本实施例中控制方法又称最优潮流控制，最优潮流模型为法国学者Carpentier于20世纪60年代提出，是一个非常复杂的非线性规划问题，在系统的负荷分布以及结构参数都已知的条件下，通过调节某些控制变量来满足系统的约束条件，使电力系统保持稳定运行的同时实现预定目标达到最优的目标。在轨交能源互联网中，最优潮流可以通过改变分布式电源、储能设备、可调负荷和双向变流器的运行状态达成对牵引供电系统的潮流控制。
为了实现最优潮流，本实施例需要做到建立模型，根据当前信息确定当前网络潮流状态；考虑稳定运行的约束条件；确定目标函数；进行最优潮流计算。
一、构建轨道交通牵引供电系统的算法模型。
这里讨论的牵引供电系统包括双向变流器、与双向变流器连接的高压交流供电母线、直流供电母线，此处不考虑更上层供电系统对供配电的影响。
按照戴维南等效电路建模，将双向变流器等效为串联的等效内电阻和理想电压源，理想电压源的电压按双向变流器整流支路的工作状态决定，等效内电阻由二十四脉波整流器及双向变流器整流支路的参数和工作状态决定；双向变流器能馈支路建模原理类似，二极管方向相反表示能量流向。此外，双向变流器不能同时运行在整流器模式和能馈模式。
双向变流器向直流供电母线供电，有单边供电和双边供电两种方式，且以双边供电为主流方案。采用双边供电时，整个直流供电系统形成一个 大的直流供电网，其向列车供电的等效模型是一个比较庞大复杂的时变网络，建模和求解都比较复杂。为了研究列车和供电网之间的能量交互，此处取供电系统中一个供电臂做研究，从而简化数学模型。简化后的牵引网等效模型如图5所示，将列车等效为受控电流源，其与电网交互的电功率按列车符合模型计算得到。
具体的，列车负荷是轨交牵引供电系统中峰值功率最高的负荷，其负荷特性直接影响潮流。根据异步电机的调速特性，可推导车辆的牵引制动特性数学模型，并通过牵引计算获得车辆的能量数据，以代入上文的简化牵引供电网络模型中。
其中，列车牵引时异步牵引电机的控制模式有恒转矩模式、恒功率模式和恒压恒转差率模式；制动时异步牵引电机也有这三种控制模式，但与牵引不同，由于存在空气制动作为制动力的补充，车辆可以在全速范围内实现恒减速度制动，故制动时间比牵引时间要短，制动工况下允许的功率过载系数比牵引工况更大；除了牵引和制动，列车惰性时车辆运行阻力使其缓慢减速，电机不产生电功率消耗；列车恒速运行时，牵引力与运行阻力相等。可见，列车不同的工况下功率数据不同，例如图6所示，根据列车的运行状态，可了解车辆运行信息，进而确定列车的等效模型。
在建立算法模型的基础上，根据当前电气状态信息进行潮流计算，即可确定当前网络潮流状态。潮流计算通常使用迭代算法，具体可使用picard迭代法、块追赶法等方式对算法模型的节点导纳方程进行求解，用较小的时间成本和计算量确定算法模型中当期网络潮流状态。
二、确定目标函数。
可以理解的是，确定最终系统的优化目标时，要考虑制动能量最优利用、子部件优化策略和全局优化策略的优化目标。作为一个多目标优化问题，可将各个优化目标采用加权组合算法或转化为约束条件，集中到一个优化目标函数里来求解，或采用其他多目标优化算法进行求解。
1.制动能量最优利用。
列车制动是城轨应用中最典型的一种工况。当列车制动时，动能转化为电能，电机向牵引直流网馈入电能，导致网压抬升。列车制动时间短， 回馈功率大，尖峰功率超过牵引功率，且地铁制动频繁，制动能量的最优利用能带来极大收益，意义重大。
从不同角度去考虑，制动能量最优利用包含以下几个角度。
①制动能量损耗最小：
Figure PCTCN2020124649-appb-000001
其中，U er,i和R er,i分别为第i个双向变流器的端口电压和内阻，U j为第j列列车与牵引供电系统连接点的电压值，R j为第j辆列车和j+1辆列车间的线路等效电阻，U es,i和R es,i分别为储能支路的端口电压和内阻。式中第一项代表双向变流器各支路上的损耗，第二项代表线路传输损耗，第三项代表储能支路损耗，当P loss取到最小值时代表整个系统损耗是最小的。此处i仅用于同类项求和，并非对双向变流器、储能系统的对应关系的强调，二者之间不存在必然的对应联系。
②回馈能量最多：
max P regen＝|∑U er,iI er,i|；
其中，U er,i和I er,i分别为第i个双向变流器的支路端口电压和电流。
当P regen取到最大值时，双向变流器向其他支路回馈的制动能量最多。
③多车循环能量最大：
min P circ＝∑U jI j；
其中，U j和I j分别为第j辆列车的电压和电流。
当P circ取到最小值时，列车间吸收循环的制动能量最多。
本实施例所述的电压/电流变量都可以通过电压/电流传感器直接得到。为了达到制动能量最优利用，需要对以上几个目标函数进行同一求解，此 处采用加权组合法对它们进行处理。制动能量最优利用的目标函数可写为：
Figure PCTCN2020124649-appb-000002
权重系数ω k由下式计算得出
Figure PCTCN2020124649-appb-000003
其中，P *代表相应优化子目标的最优值。
2.子部件策略。
针对各个设备对象或是联立不同设备进行优化，即子部件级的优化目标。
子部件级优化目标与具体设备以及工作场景有关，此处以储能设备、新能源发电系统中光伏发电与储能设备的联合优化进行简单说明。
①储能优化目标。
储能设备只能实现能量的存储释放，不能直接创造价值，其收益更多来自其提供的功能。储能的优化目标大多着眼于储能收益最大化。
Ⅰ峰谷价差套利。
当电价执行峰谷电价制度时，储能设备通过“低储高放”获得价差收益。
max P p-v＝(p H-p L)Q-C d；
式中，P p-v为峰谷价差套利，p H和p L为峰价和谷价，Q为储放的电量，C d为储能设备的折损费用。
Ⅱ需量电费管理。
对于大工业用户，国家现行两部制电价，供电部门会以变压器容量或是最大需量，每月收取一定的基本电费。以城轨110kV主变电站带2组30MVA的主变压器为例，其月容量电费为：
2×18元/(kVA·月)×30MVA＝108万元/月
若用户负荷曲线中最高负荷持续时间不长，可以考虑通过储能设备进行容量配置管理，在用电低谷储能，在用电高峰放电，达到不影响企业正常用电的同时降低负荷尖峰的目的，从而减少基本电费。
max P dem＝pri demP dem-C d；
式中，P dem为减少的需量费，pri dem和P dem分别为容量费和削减的尖峰负荷，C d为储能设备的折损费用。
②光伏储能联合优化。
储能和光伏联合调度，当光伏出力位于高峰期、负荷无法完全消纳掉光伏发出的电量时，储能可以吸收多余的电量，能够有效提升光伏的自消纳率，增加光伏系统的收益。
max P pv-es＝p HΔQ pv-C d；
式中，P pv-es为光储联合运行带来的收益，p H和ΔQ pv分别为峰价和储能吸收的多余光伏电量，C d为储能设备的折损费用。
上述的优化要求储能在一个时段充电另一个时段放电，这离不开储能的调度计划。因为储能设备控制变量较为有限，能调整的只有充放电功率，且储能SOC存在约束，例如在光伏出力高峰期来临前，储能SOC太高会导致储能无法完全吸纳多余光伏电量。故储能光伏要达到最优目标，需要研 究光伏出力特性、负荷出力特性和峰谷电价制度下，收益最大的储能调度计划算法，其优化目标为：
max P total_pv_es＝P p-v+P dem+P pv-es。
3.全局策略。
全局策略针对整个系统进行全局优化，优化目标包括系统有功功率最小、系统损耗最小、系统最大需量最小等。
①系统有功功率最小目标函数为：
min P ActiveP＝∑Real(U er,iI er,i)+∑Real(U DG,iI DG,i)；
其中，U er,i和I er,i分别为第i个双向变流器的支路端口电压和电流，U DG,i和I DG,i分别为第i个分布式电源的端口电压和电流，该分布式电源也就是新能源发电系统，Real为各支路复功率的有功部分。可以理解的是，式中第一项代表双向变流器各支路上的有功功率，第二项代表分布式电源支路上的有功功率，当P ActiveP取到最小值时代表整个系统有功功率最小。
此处i仅用于同类项求和，并非对实际双向变流器和分布式电源的对应关系的强调，二者不存在必然的一对一联系。
②系统损耗最小目标函数为：
Figure PCTCN2020124649-appb-000004
其中，U er,i和R er,i分别为第i个双向变流器的支路端口电压和内阻，U j为第j列列车与牵引供电系统连接点的电压值，R j为第j和j+1辆列车间的线路等效电阻，U DG,i和R DG,i分别为第i个分布式电源的支路端口电压和内阻，U es,i和R es,i分别为储能支路的端口电压和内阻。式中第一项代表双向变流器各支 路上的损耗，第二项代表线路传输损耗，第三项代表分布式电源支路损耗，第四项代表储能支路损耗，当P loss取到最小值时代表整个系统损耗是最小的。此处i仅用于同类项求和，并非对双向变流器、分布式电源和储能系统的对应关系的强调，三者之间不存在必然的对应联系。
③系统最大需量最小目标函数。
进一步的，国家现行的两部制电价以变压器容量或是最大需量每月收取一定的基本电费。ECMS可通过储能系统进行容量配置管理，在用电低谷储能，在用电高峰放电，减小最大需量；也可结合负荷侧响应技术，在用电高峰时通过降低可调负荷功率、转移或关闭部分负荷来削减最大需量。
因此，系统最大需量最小目标函数表示为：
min P Peak＝P Peak0-P es_dem-P load-dem；
式中，P Peak为最大需量，P Peak0为采取措施前的最大需量，P es_dem和P load-dem分别为尖峰时段通过储能和可调负荷削减的最大需量。
可以理解的是，上述优化目标函数主要以功率计算为主，采用加权组合法可得到总优化目标函数：
min P Global＝ω 1P ActiveP+ω 2P loss+ω 3P Peak；
权重系数ω k由下式计算得出
Figure PCTCN2020124649-appb-000005
其中P *代表相应优化子目标的最优值。
与上文中其他目标函数类似，系统运行成本最小目标函数指经济层面的燃料费用、发电费用等，此处不再一一列举。
三、控制变量。
为了实现上述系统优化目标函数，ECMS需要控制变量来优化目标。可控制变量包括：
由控制信号控制双向变流器的电压、电流；
由调控信号控制储能设备的状态为充电、放电或离线；
由调控信号控制新能源发电系统的状态，例如控制光伏发电系统的状态为MPPT模式、定压模式或离线；
由调控信号控制站内设备的负荷功耗。
四、约束条件。
常规的供配电网络具有以下约束条件：
1.网压约束：
回馈时牵引网网压根据国标存在上下限，过高或过低都是不被允许的，因此有限制条件：
Figure PCTCN2020124649-appb-000006
式中，U low和U high分别是牵引网电压的下限和上限值。
2.支路功率约束：
双向变流器支路和储能支路其允许注入的功率也存在上限，为了保证支路正常工作，支路功率不能超过上限。
Figure PCTCN2020124649-appb-000007
式中，P high,er,i和P high,es,i分别是双向变流器支路和储能支路的功率上限值。
3.储能约束：
储能设备充电状态存在上下限：
SOC min≤SOC≤SOC max；
储能设备的使用寿命，体现在储能设备充放电周期次数的上限上：
ES circle≤ES circle_max。
五、进行最优潮流计算。
最优潮流问题，本质上是一个离散、非线性、多目标约束的组合优化问题，需要应用多目标优化算法来得出合适的实际解。目前存在很多求解最优潮流的算法，包括：二次规划法、线性规划法、非线性规划法、混合规划法以及诸如粒子群算法、遗传算法等人工智能算法。
具体的，以图5中算法模型对应的网络为例，对ECMS最优潮流的分析过程作基本展示。图5的场景设置如下：
负荷：I 2支路列车牵引加速工况下，列车功率3.77MW；I 3支路列车处于制动工况，列车回馈功率5MW。
控制变量：双向变流器的四象限支路ER包括整流器支路和能馈支路，该网络中ECMS能够调节的控制量包括直流侧电压U 1和U 5。考虑目前牵引供电系统的电压标准，将四象限支路的直流电压调整范围定为最低1600V，最高1950V。下面分析U 1和U 5在1600V到1950V范围内的潮流情况。
先将线路参数代入，算出导纳矩阵。假设两个四象限支路将直流牵引网稳在1600V。
(1)节点电压初始化：将图5中所有节点电压初值设置成1600V。
(2)列车功率设置：I 2支路的列车功率设为3.77MW，I 3支路的列车功率设为-5MW，I 4支路的列车功率设为0。
(3)潮流计算：结合节点电压和列车功率算出各个支路电流，并按照Picard迭代法，由电流乘以导纳矩阵的逆矩阵计算得到节点电压：将计算得到的节点电压作为初值代入，重复迭代计算得出下一个节点电压，直至满足收敛条件。
经过数十次迭代后结果收敛，节点电压和支路电流分别为：
U n＝[1600,1614.6,1746.1,1720.2,1600]；
I n＝[-57.10,-2335.0,2863.5,0,-471.3]。
可见，由于此时四象限电压较低，两个四象限支路运行在回馈模式。由于ER 1和制动列车间存在一个牵引列车支路吸收功率，ER 1回馈功率91.3kW，小于ER 2回馈功率754kW。
(4)优化目标：根据线路参数和潮流计算当前四象限设置下，该网络的总有功功率消耗和总线路损耗。
(5)改变控制变量：调整四象限直流侧电压值，再次进行潮流迭代计算，直至遍历完范围内所有四象限直流侧电压取值。
两条四象限支路在整个电压调节范围内的工作模式如图7所示。图中0代表ER 1整流ER 2回馈，-1代表ER 1回馈ER 2整流，-2代表ER 1和ER 2都处于回馈模式。由于ER 1回馈功率小，当ER 1直流电压值高于1630V时便存在整流工作模式，而ER 2需要高于1870V才有可能切换为整流模式。
本示例的网络总有功消耗如图8所示。因为制动列车处于冲击峰值5MW，总有功是一个负值。当ER 1和ER 2直流电压都取1950V时，整个直流 网络回馈功率达到尖峰955.5kW，总有功功率最小。
本示例的网络总线损如图9所示，线损功率的变化趋势基本对称。当ER 1和ER 2的电压相等时损耗较小，电压不相等时损耗变大；当ER 1和ER 2电压为1950V时取得最小网损272.7kW。
本示例说明了ECMS最优潮流计算的基本过程，值得注意的是，该模型中最小有功功率损耗和最小网损可以同时达成，但这一结论并不具有普适性。因为该模型仅考虑了直流网络，且控制变量只有ER 1和ER 2的电压。后续研究中还需要继续完善模型，加入其余支路(1180V/400V)和光伏储能模型，考虑变换器变换效率等各种影响能源传递效率的因素。
需要注意的是，并不是所有工况下都能得到收敛的潮流计算结果，有必要时需要研究具体的收敛条件，同时考虑加入其他计算效率更高，收敛性更好的潮流迭代算法作为替换。
可以理解的是，当存在多个控制变量时，计算量呈指数级上升，此时采用上文示例的遍历所有控制变量解空间来计算最优解明显不合适，这时需要利用多目标优化算法(粒子群算法、遗传算法等)来寻找控制变量解空间中的全局最优解，得出最优潮流优化策略。
综上，本实施例中ECMS接收到电气状态信息和车辆运行信息，包括双向变流器的交直流侧电压电流、列车的速度功率、甚至交流网络和钢轨阻抗参数等信息，迭代运算出整个牵引供电系统的网络空间矩阵表达式，实现供电网络的数字重构；考虑调度损耗和各变电站功率、网压波动、谐波、功率因素等约束条件，在保证牵引供电网络和列车安全、稳定运行的前提下，通过IPOPT、遗传等智能算法寻找并调节双向变流器的输出特性，生成双向变流器的控制信号，以调整双向变流器的直流侧电压大小、交流侧基波电流大小、功率因数角度以及谐波电流等参数，从而实现电网潮流的优化调度，提升供电网络的可靠性、效率，降低整个系统的损耗。
具体的，ECMS可通过控制信号灵活配置全线各个变电所的双向变流 器，使其工作在整流、逆变和无功补偿等工作模态，解决多个双向变流器之间的环流问题，同时改善整个供电网络的电能质量。
除此外，ECMS检测到有较大冲击功率需求时，优先启动多个站点双向变流装置提供牵引能量；当制动能量较大时，优先启动多个站点双向变流装置进行能量回馈，降低变电站和变流装置的峰值容量，减小电网电压波动；ECMS根据接收到的车、网、双向变流器的运行数据，对全网潮流实时运算，寻找双向变流器的最优直流输出电压指令，实现再生制动能量在牵引供电网的灵活分配，确保再生制动能量在制动车辆和牵引车辆间充分的循环利用，大幅度减小线路损耗。
本实施例的控制方法中，ECMS可综合动态调节线供电线路上多个双向变流器输出特性，灵活分配每个双向变流器从直流供电网络输出或回收的功率大小以及潮流方向，因此当某个变电所故障时，供电距离增长，ECMS能够调整牵引供电系统中临近变电所的稳压目标值，保证列车用电安全，避免车辆限功。
本实施例解决了现有技术中网压波动大、电能质量差、损耗高、制动能量利用不充分的问题，也打通了列车运行-电网运行的信息网络，为供电-列车负荷匹配、提升运营密度、使列车按系统优化目标函数运行提供了控制基础，同时由于ECMS控制双向变流器直流输出较高且稳定的直流网压，供电距离增长，需要的牵引变电所数量减少，电力设备方面的固定资产投入降低；因为双向变流器代替了不控二极管整流机组和能量回馈装置，设备数量减少，对应变电所内部占地面积减少。
由此，基于由双向变流器连接直流供电母线和交流供电母线的牵引供电系统结构，按照本实施例中控制方法对牵引供电系统的能量进行灵活调控，实现了整个供配电网络的绿色、可控、安全、高效、智能化运行。
实施例四
相应的，本申请实施例还公开了一种轨道交通牵引供电系统的控制装置，包括处理器和存储器；其中，所述处理器执行所述存储器中保存的计算机程序时实现以下步骤：
构建所述轨道交通牵引供电系统的算法模型；
获取所述轨道交通牵引供电系统的电气状态信息；
利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号。
本申请利用双向变流器连接直流供电母线和交流供电母线，灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网络的绿色、可控、安全、高效、智能化运行。
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机子程序时，具体可以实现以下步骤：
通过ATS获取所述列车的车辆运行信息，所述车辆运行信息包括运行速度和运行功率；
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机子程序时，具体可以实现以下步骤：
根据所述车辆运行信息得到车辆预测位置；
利用所述算法模型、所述电气状态信息、所述车辆运行信息和所述车辆预测位置，按照所述列车的就近供电原则进行最优潮流计算，并向多个双向变流器输出控制信号，以使所述列车按预设节能曲线运行。
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机子程序时，具体可以实现以下步骤：
向所述轨道交通牵引供电系统的储能设备输出调控信号。
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机子程序时，具体可以实现以下步骤：
向站内设备输出调控信号。
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机子程序时，具体可以实现以下步骤：
向所述轨道交通牵引供电系统的新能源发电系统输出调控信号。
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机 子程序时，具体可以实现以下步骤：
将双向变流器等效为串联的等效内电阻和理想电压源；
将列车等效为受控电流源；所述受控电流源的功率根据所述列车的车辆运行信息确定。
在一些具体的实施例中，所述处理器执行所述存储器中保存的计算机子程序时，具体可以实现以下步骤：
利用所述算法模型和所述电气状态信息进行潮流计算，确定当前算法模型的网络潮流状态；
根据所述网络潮流状态及系统优化目标函数，确定所述控制信号；
向多个所述双向变流器输出所述控制信号，以使所述轨道交通牵引供电系统达到系统优化目标函数的目标。
在一些具体的实施例中，所述系统优化目标函数包括：
系统有功功率最小目标函数、和/或系统损耗最小目标函数、和/或系统最大需量最小目标函数、和/或系统运行成本最小目标函数。
实施例五
进一步的，本申请实施例还公开了一种计算机可读存储介质，这里所说的计算机可读存储介质包括随机存储器(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、可移动硬盘、CD-ROM或技术领域内所公知的任意其他形式的存储介质。所述计算机可读存储介质中存储有计算机程序，所述计算机程序被处理器执行时实现以下步骤：
构建所述轨道交通牵引供电系统的算法模型；
获取所述轨道交通牵引供电系统的电气状态信息；
利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号。
本申请利用双向变流器连接直流供电母线和交流供电母线，灵活分配直流供电母线和交流供电母线上的功率输出大小和方向，主动控制降低了可能出现的网压波动，同时实现了电压变换、制动反馈、谐波治理和无功 补偿，进而提高了再生制动能量回收效率和牵引供电效率，从而实现整个供配电网络的绿色、可控、安全、高效、智能化运行。
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
通过ATS获取所述列车的车辆运行信息，所述车辆运行信息包括运行速度和运行功率；
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
根据所述车辆运行信息得到车辆预测位置；
利用所述算法模型、所述电气状态信息、所述车辆运行信息和所述车辆预测位置，按照所述列车的就近供电原则进行最优潮流计算，并向多个双向变流器输出控制信号，以使所述列车按预设节能曲线运行。
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
向所述轨道交通牵引供电系统的储能设备输出调控信号。
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
向站内设备输出调控信号。
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
向所述轨道交通牵引供电系统的新能源发电系统输出调控信号。
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
将双向变流器等效为串联的等效内电阻和理想电压源；
将列车等效为受控电流源；所述受控电流源的功率根据所述列车的车辆运行信息确定。
在一些具体的实施例中，所述计算机可读存储介质中存储的计算机子程序被处理器执行时，具体可以实现以下步骤：
利用所述算法模型和所述电气状态信息进行潮流计算，确定当前算法 模型的网络潮流状态；
根据所述网络潮流状态及系统优化目标函数，确定所述控制信号；
向多个所述双向变流器输出所述控制信号，以使所述轨道交通牵引供电系统达到系统优化目标函数的目标。
在一些具体的实施例中，所述系统优化目标函数包括：
系统有功功率最小目标函数、和/或系统损耗最小目标函数、和/或系统最大需量最小目标函数、和/或系统运行成本最小目标函数。
最后，还需要说明的是，本领域技术人员可以理解上述实施例的各种方法中的全部或者部分步骤是可以通过程序来指令相关的硬件来完成的，该程序可以存储于一计算机可读存储单元中。本申请所述的所有实施例中所述的存储单元包括：只读存储器、随机存储器、磁盘或等等。
在本文中，诸如术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
本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。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (18)

  1. 一种轨道交通牵引供电系统，其特征在于，包括：高压交流供电母线、多个双向变流器、为列车供电的直流供电母线、多组站内设备；
    每个所述双向变流器的一端均与所述高压交流供电母线连接，另一端均与所述直流供电母线连接；
    每组所述站内设备均与所述高压交流供电母线连接。
  2. 根据权利要求1所述轨道交通牵引供电系统，其特征在于，还包括：
    与所述高压交流供电母线连接的新能源发电系统。
  3. 根据权利要求1所述轨道交通牵引供电系统，其特征在于，还包括：
    与所述直流供电母线连接的储能设备。
  4. 根据权利要求1所述轨道交通牵引供电系统，其特征在于，所述高压交流供电母线具体为：
    由母联开关连接、分别由不同的高压交流电源供电的多个高压交流供电母线。
  5. 根据权利要求1至4任一项所述轨道交通牵引供电系统，其特征在于，还包括：
    向所述双向变流器输出控制信号的ECMS。
  6. 根据权利要求5所述轨道交通牵引供电系统，其特征在于，所述ECMS用于根据所述双向变流器的电气状态信息进行最优潮流计算确定所述控制信号。
  7. 根据权利要求6所述轨道交通牵引供电系统，其特征在于，所述ECMS与所述双向变流器利用光纤或4G通信模块建立通信链路。
  8. 根据权利要求5所述轨道交通牵引供电系统，其特征在于，所述ECMS与ATS连接，还用于根据所述ATS的车辆运行信息确定所述控制信号。
  9. 一种轨道交通牵引供电系统的控制方法，其特征在于，应用于如权利要求1至8任一项所述轨道交通牵引供电系统，所述控制方法包括：
    构建所述轨道交通牵引供电系统的算法模型；
    获取所述轨道交通牵引供电系统的电气状态信息；
    利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号。
  10. 根据权利要求9所述控制方法，其特征在于，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号之前，还包括：
    通过ATS获取所述列车的车辆运行信息，所述车辆运行信息包括运行速度和运行功率；
    所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，包括：
    根据所述车辆运行信息得到车辆预测位置；
    利用所述算法模型、所述电气状态信息、所述车辆运行信息和所述车辆预测位置，按照所述列车的就近供电原则进行最优潮流计算，并向多个双向变流器输出控制信号，以使所述列车按预设节能曲线运行。
  11. 根据权利要求9所述控制方法，其特征在于，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，还包括：
    向所述轨道交通牵引供电系统的储能设备输出调控信号。
  12. 根据权利要求9所述控制方法，其特征在于，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，还包括：
    向站内设备输出调控信号。
  13. 根据权利要求9所述控制方法，其特征在于，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个变流器输出控制信号的过程，还包括：
    向所述轨道交通牵引供电系统的新能源发电系统输出调控信号。
  14. 根据权利要求9至13任一项所述控制方法，其特征在于，所述构建所述轨道交通牵引供电系统的算法模型的过程，包括：
    将双向变流器等效为串联的等效内电阻和理想电压源；
    将列车等效为受控电流源；所述受控电流源的功率根据所述列车的车 辆运行信息确定。
  15. 根据权利要求14所述控制方法，其特征在于，所述利用所述算法模型和所述电气状态信息进行最优潮流计算，并向多个双向变流器输出控制信号的过程，具体包括：
    利用所述算法模型和所述电气状态信息进行潮流计算，确定当前算法模型的网络潮流状态；
    根据所述网络潮流状态及系统优化目标函数，确定所述控制信号；
    向多个所述双向变流器输出所述控制信号，以使所述轨道交通牵引供电系统达到系统优化目标函数的目标。
  16. 根据权利要求15所述控制方法，其特征在于，所述系统优化目标函数包括：
    系统有功功率最小目标函数、和/或系统损耗最小目标函数、和/或系统最大需量最小目标函数、和/或系统运行成本最小目标函数。
  17. 一种轨道交通牵引供电系统的控制装置，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时实现如权利要求9至16任一项所述轨道交通牵引供电系统的控制方法的步骤。
  18. 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9至16任一项所述轨道交通牵引供电系统的控制方法的步骤。
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