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 PDFInfo
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- 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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- 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
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- 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
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- 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
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- 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
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- 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
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- 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
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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
- H02J3/01—Arrangements for reducing harmonics or ripples
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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
- H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
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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
- H02J3/18—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
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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
- H02J3/28—Arrangements for balancing of the load in a network by storage of energy
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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
- H02J5/00—Circuit arrangements for transfer of electric power between ac networks and dc networks
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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
- 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
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- 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
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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
- 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]
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- 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
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- 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
Description
Claims (18)
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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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