CN110649623A - Energy utilization system for railway traction network - Google Patents
Energy utilization system for railway traction network Download PDFInfo
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- CN110649623A CN110649623A CN201910809197.6A CN201910809197A CN110649623A CN 110649623 A CN110649623 A CN 110649623A CN 201910809197 A CN201910809197 A CN 201910809197A CN 110649623 A CN110649623 A CN 110649623A
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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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Abstract
An energy utilization system for a railroad traction network, comprising: the power fusion device is used for being connected with the traction networks which are divided into two different sections to realize power transfer between the two traction networks in the two different sections; and the energy scheduling management device is connected with the power fusion device and is used for acquiring the real-time power generation power transfer instructions of the traction substations corresponding to the two different sections and controlling the running state of the power fusion device according to the power transfer instructions. The system can realize effective utilization of the regenerative braking energy of the railway traction network by power communication between traction substations in different sections, and improves the utilization rate of the regenerative braking energy. Meanwhile, through energy interchange among different traction substations, the energy utilization system can also realize peak clipping and valley filling of different traction substations, and can also reduce the maximum peak power of the traction substations, so that the maximum demand electric charge is saved.
Description
Technical Field
The invention relates to the technical field of electrified railway power supply, in particular to an energy efficient utilization system for a railway traction network.
Background
At present, the domestic electrified railways adopt electric locomotives or motor train units on a large scale based on an alternating current-direct current-alternating current transmission technology, and the transmission technology can realize bidirectional energy flow and create conditions for realizing regenerative braking. When the train is in a traction working condition, the train traction motor is in an electric energy consumption state, and electric energy is absorbed from a traction network; when the train runs down a slope or enters a station, the train is in a braking state, at the moment, force opposite to the running direction of the train is generated to consume the kinetic energy of the train so as to achieve the effect of speed reduction, and at the moment, the train traction motor is in a power generation state and sends electric energy back to a traction network.
With the increasing of the single machine power and the gradual increase of the running density of the railway train, the regenerative braking energy generated by the train traction motor is also increased more and more. Because the railway traction power supply system adopts single-phase 27.5kV/50Hz alternating current power supply, the traction power supply system adopts phase-change segmented power supply for keeping the balance of a three-phase power grid, so that the returned electric energy generated during the regenerative braking of the train is difficult to be absorbed by other trains, and most of the regenerative braking electric energy of the train can be reversely transmitted to a large power grid in a 'garbage electricity' form. This not only does not create economic benefits to the railway itself, but it also pollutes the grid.
Disclosure of Invention
To solve the above problems, the present invention provides an energy utilization system for a railway traction network, the system comprising:
the power fusion device is used for being connected with the traction networks which are divided into two different sections to realize power transfer between the two traction networks in the two different sections;
and the energy scheduling management device is connected with the power general-purpose device and is used for acquiring the real-time power generation power transfer instructions of the traction substations corresponding to the two different sections and controlling the running state of the power general-purpose device according to the power transfer instructions.
According to one embodiment of the invention, the power ablation device comprises:
the converter comprises a first converter and a second converter which are used for realizing direct current-alternating current conversion or alternating current-direct current conversion, wherein the first converter is connected with the second converter;
the alternating current side of the first converter is connected with the traction network of the first section through the first connecting transformer or the first reactor;
and the alternating current of the second converter is connected with the traction network of the second section through the second connecting transformer or the second reactor.
According to an embodiment of the invention, the first converter and the second converter share a dc-side capacitor to form a back-to-back structure.
According to one embodiment of the invention, if the real-time power of the first substation and the real-time power of the second substation indicate that the train loads of the first section and the second section are both in the traction condition, the energy dispatching management device is configured to control the power communication device not to perform power transfer.
According to one embodiment of the invention, if the real-time power of the first substation indicates that the train load of the first section is in a braking condition, and the real-time power of the second substation indicates that the train load of the second section is in a traction condition, the energy dispatching management device is configured to generate a power transfer command, and control the power communication and fusion device to transfer the braking power of the traction network of the first substation to the traction network of the second substation through the power transfer command.
According to an embodiment of the invention, in controlling the power harmonizing device to transfer the braking power of the traction network of the first substation to the traction network of the second substation, the energy scheduling management device is configured to:
generating transfer power according to the first real-time power and the second real-time power;
and generating the power transfer instruction according to the transfer power.
According to one embodiment of the invention, if the absolute value of the real-time braking power of a first substation is less than the real-time traction power of a second substation, the energy scheduling management device is configured to set the real-time braking power of the first substation as the transfer power;
and if the absolute value of the real-time braking power of the first substation is larger than the real-time traction power of the second substation, the energy scheduling management device is configured to set the real-time traction power of the second substation as the transfer power.
According to one embodiment of the invention, the system further comprises:
an energy storage device connected with the power fusing device.
According to an embodiment of the invention, if the total real-time power of the first substation and the second substation is in a feedback condition, the energy scheduling management device is configured to transmit feedback energy of the first substation and the second substation to the energy storage device to be stored by the energy storage device.
According to an embodiment of the invention, if the real-time power of the first substation and the real-time power of the second substation indicate that the train loads of the first section and the second section are both in a traction working condition, the energy dispatching management device is configured to further judge whether the rated peak power of the first substation or the second substation exceeds the rated peak power of the first substation or the second substation, and if the rated peak power of the first substation or the second substation exceeds the rated peak power of the second substation, the power communication device is controlled to perform power transfer, so that the power transfer from a light load side to a heavy load side is realized, and the peak power of the.
The energy utilization system for the railway traction network provided by the invention can realize effective utilization of regenerative braking energy of the railway traction network and improve the utilization rate of the regenerative braking energy by power fusion between traction substations in different sections.
Meanwhile, through energy interchange among different traction substations, the energy utilization system can also realize peak clipping and valley filling of different traction substations, and can also reduce the maximum peak power of the traction substations, so that the maximum demand electric charge is saved.
In addition, the system can be directly connected in parallel to the subareas during assembly, normal operation of the train is not influenced, the system is not easily influenced by the outside, and normal operation of the railway is not influenced even if the system breaks down and quits operation.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required in the description of the embodiments or the prior art:
FIG. 1 is a schematic block diagram of an energy utilization system for a railroad traction network according to one embodiment of the present invention;
FIG. 2 is a schematic diagram of a power ablation device according to one embodiment of the present invention;
fig. 3 is a schematic structural diagram of an energy scheduling management apparatus according to an embodiment of the present invention.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details or with other methods described herein.
Aiming at the problems in the prior art, the invention provides a novel energy utilization system for a railway traction network, which can realize the utilization of the regenerative braking energy generated by a train traction motor in a railway power supply system, thereby not only effectively reducing the railway operation cost, but also reducing the pollution to a power grid.
Fig. 1 shows a schematic structural diagram of an energy utilization system for a railway traction network provided by the embodiment.
As shown in fig. 1, the energy utilization system of the railway traction network provided by the present embodiment preferably includes: a power communication device 101 and an energy scheduling management device 102. Wherein the power communicating and melting device 101 is used for connecting with the traction network of two different sections respectively, and is used for power transfer between the traction networks of the two different sections. The energy scheduling device 102 is connected to the power general purpose device 101, and is configured to generate a power transfer instruction according to the acquired real-time power of the traction substation corresponding to the two different sections, and control an operating state of the power general purpose device 101 according to the power transfer instruction.
Specifically, as shown in fig. 1, in the present embodiment, a first section and a second section are segmented by partitioning, and a traction substation a corresponding to the first section and a traction substation B corresponding to the second section are connected to the power fusing device 101. The power fusion device 101 is used as an energy transfer bridge between the first substation A and the second substation B to realize power fusion between the two traction substations.
Specifically, as shown in fig. 2, in the present embodiment, the power ablation apparatus 101 preferably includes: the transformer comprises a first converter 201, a second converter 202, a first connecting transformer PT1 and a second connecting transformer PT 2. The first converter 201 is connected to the second converter 202, and both of them can implement dc-ac conversion or ac-dc conversion according to actual needs.
In this embodiment, the first converter 201 and the second converter 202 preferably share the dc-side capacitor C, so that a back-to-back structure is formed, and the two converters cooperatively achieve an ac-dc-ac conversion function. Of course, in other embodiments of the present invention, other reasonable connection manners may be adopted between the first converter 201 and the second converter 202 according to actual needs, and the present invention is not limited thereto.
The first converter 201 is preferably connected to the traction network of the first section via a first connecting transformer PT1, while the second converter 202 is preferably connected to the traction network of the second section via a second connecting transformer PT 2.
It should be noted that, in different embodiments of the present invention, according to actual needs, the ac-dc-ac converter formed by the first converter 201 and the second converter 202 may have a multiple structure, or may have other topologies such as MMC, which is not limited in the present invention.
Meanwhile, it should be noted that, in other embodiments of the present invention, the connection transformer may also be replaced by a reactor according to actual needs. For example, the first converter 201 is preferably connected to the traction network of the first section via a first reactor L1, while the second converter 202 is preferably connected to the traction network of the second section via a second reactor L2.
As shown in fig. 1 again, in this embodiment, the energy scheduling device 102 controls the power blending device 101, and is capable of generating a power transfer instruction according to the acquired real-time power of the traction substations (e.g., the first substation a and the second substation B) corresponding to the two different sections (e.g., the first section and the second section), and controlling the operating state of the power blending device 101 according to the power transfer instruction.
Specifically, as shown in fig. 3, in the present embodiment, the energy scheduling device 102 preferably includes an electric quantity collecting and calculating unit and a communication unit configured in the traction substation, and an energy scheduling management module configured in the sub-district. The electric quantity signal acquisition and calculation unit is configured in the traction substation to respectively acquire current signals and voltage signals of the first substation A and the second substation B, and respectively calculate real-time power of the first substation A and real-time power of the second substation B according to the current signals and the voltage signals. The electric quantity collecting and calculating unit can transmit the real-time power of the first substation A and the real-time power of the second substation B to the energy scheduling management module arranged in the subarea through the corresponding communication units.
The energy scheduling management module preferably generates a power transfer instruction according to the received real-time power of the first substation a and the real-time power of the second substation B, and controls the operation state of the power blending device 101 according to the power transfer instruction.
In this embodiment, the energy scheduling device 102 preferably receives the real-time power of the first substation a and the real-time power of the second substation B by using a wireless transmission method. Of course, in other embodiments of the present invention, the energy scheduling device 102 may also receive the real-time power of the first substation a and the second substation B by using other reasonable manners (e.g. wired transmission) according to actual needs.
In this embodiment, when the train is in the traction working condition, the real-time power of the corresponding traction substation is preferably greater than zero; when the train is in the braking condition, the real-time power of the corresponding traction power transformer is preferably less than or equal to zero. It should be noted that there is no inevitable relationship between the positive value and the negative value, and it is more characterized by the form of positive and negative values whether the train is in the traction condition or the braking condition.
In this embodiment, if the train loads of the first section and the second section represented by the real-time powers of the first substation and the second substation are both in the traction condition (i.e. and P isA> 0 and PB> 0), then the energy scheduling device 102 is preferably configured not to control the power blending device 101 to perform power transfer (i.e. the transferred power generated by the energy scheduling device 102 takes a value of 0).
If the real-time power of the first substation indicates that the train load of the first section is in the braking condition (namely P)ALess than or equal to 0), and the real-time power of the second substation indicates that the train load of the second section is in the traction working condition (P)B> 0), the energy scheduling management device 102 is configured to generate a power transfer command and control the power fusing device 101 to transfer the braking power of the first substation a to the second substation B through the power transfer command.
Specifically, in this embodiment, in the process of controlling the power blending device 101 to transfer the braking power of the traction network of the first substation a to the traction network of the second substation B, the energy scheduling management device 102 preferably generates the transfer power according to the first real-time power and the second real-time power, and then generates the power transfer command according to the transfer power, so as to control the power blending device 101 to perform power transfer according to the magnitude of the transfer power.
For example, in this embodiment, if the absolute value of the braking power of the first substation is less than the traction power of the second substation (i.e. | P)A|＜PB) The energy scheduling management device 102 sets the real-time power of the first substation as the transfer power (i.e. P)C＝PA). And if the absolute value of the braking power of the first substation is greater than the traction power of the second substation (i.e. | P)A|＞PB) The energy scheduling management device 102 sets the real-time power of the second substation as the transfer power (i.e. P)C＝PB)。
Similarly, if the real-time power of the second substation characterizes the train negative of the second zoneUnder braking condition (i.e. P)BLess than or equal to 0), and the real-time power of the first substation indicates that the train load of the first section is in the traction working condition (P)A(> 0), the energy scheduling management device 102 similarly generates a power transfer command, and controls the power fusing device 101 by the power transfer command to transfer the braking power of the second substation B to the first substation a.
Specifically, in this embodiment, in the process of controlling the power blending device 101 to transfer the braking power of the second substation B to the first substation a, the energy scheduling management device 102 preferably generates a transfer power according to the first real-time power and the second real-time power, and then generates a power transfer command according to the transfer power, so as to control the power blending device 101 to perform power transfer according to the magnitude of the transfer power.
For example, in this embodiment, if the absolute value of the braking power of the second substation B is smaller than the traction power of the first substation a (i.e., | P)B|＜PA) The energy dispatching management device 102 sets the braking power of the second substation B as the transfer power (i.e. P)C＝PB). And if the absolute value of the braking power of the second substation B is greater than the traction power of the first substation A (i.e. | P)B|＞PA) The energy dispatching management device 102 sets the real-time power of the first substation a as the transfer power (i.e. P)C＝PA)。
As shown in fig. 1, in this embodiment, the energy utilization system for a railway traction network preferably further comprises an energy storage device 103. The energy storage device 103 is connected with the power blending device 101, and can store the electric energy transmitted by the power blending device 101 according to actual needs, and can provide the electric energy stored by itself to the power blending device 101 according to actual needs.
For example, in this embodiment, if the real-time total power of the first substation a and the second substation B is in the feedback condition (i.e. P)A+PB≦ 0), then the energy scheduling device 102 preferably transmits the feedback energy of the first substation a and the second substation B to the energy storage device 103 at this time, so that the energy storage device 103 performs the feedback energy transmissionAnd (5) storing. And if the real-time total power of the first substation and the second substation is converted from the feedback working condition to a traction working condition, the energy scheduling management device 102 controls the power fusing device 101 to transmit the energy stored in the energy storage device 103 to a traction network corresponding to the first substation a and/or the second substation B. Therefore, the real-time total power of the electric energy stored by the energy storage device 103 in the first power substation a and the second power substation B can be larger than zero (i.e. PA+PB> 0) to the power fusing device 101.
In this embodiment, if the real-time powers of the first substation a and the second substation B indicate that the train loads in the first zone and the second zone are both in the traction working condition, the energy scheduling management device 102 may further implement peak clipping and valley filling according to actual needs. For example, at this time, the energy dispatching management device 102 may further determine whether the first substation a and the second substation B exceed their rated peak powers. If the first substation a and/or the second substation B exceed the rated peak power thereof, the energy scheduling management device 102 may control the power blending device 101 to perform power transfer at this time, so as to implement power transfer from the light-load side to the heavy-load side and reduce the peak power thereof.
From the above description, it can be seen that the energy utilization system for the railway traction network provided by the invention can realize effective utilization of the regenerative braking energy of the railway traction network and improve the utilization rate of the regenerative braking energy by power fusion between traction substations in different sections.
Meanwhile, through energy interchange among different traction substations, the energy utilization system can also realize peak clipping and valley filling of different traction substations, and can also reduce the maximum peak power of the traction substations, so that the maximum demand electric charge is saved.
In addition, the system can be directly connected in parallel to the subareas during assembly, normal operation of the train is not influenced, the system is not easily influenced by the outside, and normal operation of the railway is not influenced even if the system breaks down and quits operation.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures or process steps disclosed herein, but extend to equivalents thereof as would be understood by those skilled in the relevant art. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
While the above examples are illustrative of the principles of the present invention in one or more applications, it will be apparent to those of ordinary skill in the art that various changes in form, usage and details of implementation can be made without departing from the principles and concepts of the invention. Accordingly, the invention is defined by the appended claims.
Claims (10)
1. An energy utilization system for a railroad traction network, the system comprising:
the power fusion device is used for being connected with the traction networks which are divided into two different sections to realize power transfer between the two traction networks in the two different sections;
and the energy scheduling management device is connected with the power general-purpose device and is used for acquiring the real-time power generation power transfer instructions of the traction substations corresponding to the two different sections and controlling the running state of the power general-purpose device according to the power transfer instructions.
2. The system of claim 1, wherein the power communicating means comprises:
the converter comprises a first converter and a second converter which are used for realizing direct current-alternating current conversion or alternating current-direct current conversion, wherein the first converter is connected with the second converter;
the alternating current side of the first converter is connected with the traction network of the first section through the first connecting transformer or the first reactor;
and the alternating current of the second converter is connected with the traction network of the second section through the second connecting transformer or the second reactor.
3. The system of claim 2, wherein the first current transformer and the second current transformer share a dc-side capacitance to form a back-to-back configuration.
4. The system according to any one of claims 1-3, wherein the energy dispatch management device is configured to control the power blending device not to perform power transfer if the real-time power of the first substation and the real-time power of the second substation indicate that the train load of the first section and the train load of the second section are both in a traction condition.
5. The system according to any one of claims 1-4, wherein if the real-time power of the first substation indicates that the train load of the first section is in a braking condition and the real-time power of the second substation indicates that the train load of the second section is in a traction condition, the energy scheduling management device is configured to generate a power transfer command and control the power communication and fusion device to transfer the braking power of the traction network of the first substation to the traction network of the second substation through the power transfer command.
6. The system of claim 5, wherein in controlling the power interchange device to transfer braking power of the traction network of the first substation to the traction network of the second substation, the energy dispatch management device is configured to:
generating transfer power according to the first real-time power and the second real-time power;
and generating the power transfer instruction according to the transfer power.
7. The system of claim 6,
if the absolute value of the real-time braking power of the first substation is smaller than the real-time traction power of the second substation, the energy scheduling management device is configured to set the real-time braking power of the first substation as the transfer power;
and if the absolute value of the real-time braking power of the first substation is larger than the real-time traction power of the second substation, the energy scheduling management device is configured to set the real-time traction power of the second substation as the transfer power.
8. The system of any one of claims 1 to 7, further comprising: an energy storage device connected with the power fusing device.
9. The system of claim 8, wherein if the total real-time power of the first substation and the second substation is in a back-off condition, the energy dispatch management device is configured to transmit back-off energy of the first substation and the second substation to the energy storage device for storage by the energy storage device.
10. The system of claim 8 or 9, wherein if the real-time power of the first substation and the real-time power of the second substation indicate that the train loads of the first section and the second section are both in a traction condition, the energy scheduling management device is configured to further determine whether the rated peak power of the first substation or the second substation is exceeded, and if the rated peak power of the first substation or the second substation is exceeded, the power communication device is controlled to perform power transfer to realize the transfer of the light-load side power to the heavy-load side power and reduce the peak power of the light-load side power.
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Application publication date: 20200103 |