CN110718930A - Railway traction network regenerative braking energy utilization device - Google Patents
Railway traction network regenerative braking energy utilization device Download PDFInfo
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- CN110718930A CN110718930A CN201910810293.2A CN201910810293A CN110718930A CN 110718930 A CN110718930 A CN 110718930A CN 201910810293 A CN201910810293 A CN 201910810293A CN 110718930 A CN110718930 A CN 110718930A
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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
- H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
A regenerative braking energy utilization apparatus for a railway traction network, comprising: the power fusion device is used for realizing power transfer between two traction networks in different sections; the energy storage device is used for receiving and storing the electric energy transmitted by the power fusion device, and is also used for transmitting the self-stored electric energy to the power fusion device so as to be transmitted to a corresponding traction network by the power fusion device; and the energy scheduling management device is used for generating a power transfer instruction according to the acquired real-time power of the traction substation corresponding to the two different sections and controlling the running state of the power blending device according to the power transfer instruction. The device can realize the effective utilization of the regenerative braking energy of the railway traction network by the power communication between traction substations in different sections, thereby improving the utilization rate of the regenerative braking energy.
Description
Technical Field
The invention relates to the technical field of traction power supply of electrified railways, in particular to an energy efficient utilization device 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.
Therefore, the invention discloses an energy efficient utilization device of a railway traction network, which realizes the self utilization of train regenerative braking energy, so that the utilization rate of the train regenerative braking energy is improved, the pollution to a power grid is reduced, and the maximum required electric charge is reduced.
Disclosure of Invention
To solve the above problems, the present invention provides a regenerative braking energy utilization apparatus for a railway traction network, the apparatus 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;
the energy storage device is connected with the power fusion device, is used for receiving and storing the electric energy transmitted by the power fusion device from a traction network, and is also used for transmitting the stored electric energy to the power fusion device so as to be transmitted to the corresponding traction network by the power fusion device;
and the energy scheduling management device is connected with the power general melting device and is used for generating a power transfer instruction according to the acquired real-time power of the traction substation corresponding to the two different sections and controlling the running state of the power general melting device according to the power transfer instruction.
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 an embodiment of the invention, if the real-time power of the first traction substation and the real-time power of the second traction substation indicate that the train loads of the first section and the second section are both in the traction condition, the energy scheduling management device is configured to control the power blending device not to perform power transfer.
According to an embodiment of the invention, if the real-time power of the first traction substation indicates that the train load of the first section is in a braking condition, and the real-time power of the second traction 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 instruction, and control the power communication and fusion device to transfer the braking power of the traction network of the first traction substation to the traction network of the second traction substation through the power transfer instruction.
According to an embodiment of the present invention, in controlling the power harmonizing device to transfer the braking power of the traction network of the first traction substation to the traction network of the second traction substation, the energy scheduling management device is configured to:
generating transfer power according to the real-time power of the first traction substation and the real-time power of the second traction substation;
and generating the power transfer instruction according to the transfer power.
According to an embodiment of the invention, if the absolute value of the real-time braking power of a first traction substation is smaller than the real-time traction power of a second traction substation, the energy scheduling management device is configured to set the real-time braking power of the first traction substation as the transfer power;
and if the absolute value of the real-time braking power of the first traction substation is greater than the real-time traction power of the second traction substation, the energy scheduling management device is configured to set the real-time traction power of the second traction substation as the transfer power.
According to an embodiment of the present invention, if the total real-time power of the first traction substation and the second traction substation is in a feedback condition, the energy scheduling management device is configured to transmit the feedback energy of the first traction substation and the second traction substation to the energy storage device by using the power blending device for storage by the energy storage device.
According to an embodiment of the present invention, if the real-time total power of the first traction substation and the second traction substation is converted from the feedback condition to a traction condition, the energy scheduling management device is configured to control the power blending device to transmit the energy stored in the energy storage device to a traction grid corresponding to the first traction substation and/or the second traction substation.
According to an embodiment of the invention, if the real-time power of the first traction substation and the real-time power of the second traction substation indicate that the train loads of the first section and the second section are both in a traction working condition, the energy scheduling management device is configured to further judge whether the first traction substation or the second traction substation exceeds rated peak power, and if the first traction substation or the second traction substation exceeds the rated peak power, the power communication device is controlled to perform power transfer and/or control the energy storage device to perform energy release, so that peak clipping, valley filling and load balancing are realized, and the peak power is reduced.
The energy utilization device for the railway traction network provided by the invention can realize the effective utilization of the regenerative braking energy of the railway traction network and improve the utilization rate of the regenerative braking energy by the power fusion between traction substations in different sections.
Meanwhile, through energy interchange among different traction substations, the energy utilization device can also realize peak clipping and valley filling of different traction substations, and can also reduce the maximum peak power of the traction substations, thereby saving the maximum demand electric charge.
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 diagram of an energy utilization device 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 device 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 device for a railway traction network provided by the embodiment.
As shown in fig. 1, the energy utilization device of the railway traction network provided by the embodiment preferably includes: a power fusing device 101, an energy scheduling management device 102 and an energy storage device 103. 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 traction substation A and the second traction 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 traction substation a and the second traction 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 traction substation A and the second traction substation B, and respectively calculate real-time power of the first traction substation A and real-time power of the second traction 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 traction substation A and the real-time power of the second traction substation B to the energy scheduling management module arranged in the subarea substations 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 traction substation a and the received real-time power of the second traction 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 traction substation a and the real-time power of the second traction 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 traction substation a and the second traction 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 traction substation and the second traction 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 traction substation represents that the train load of the first section is in the braking working condition (namely P)ALess than or equal to 0), and the real-time power of the second traction 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 blending device 101 to transfer the braking power of the traction network of the first traction substation a to the traction network of the second traction 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 first power substation a to the second traction power substation B, 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 first traction substation is less than the traction power of the second traction substation (i.e., | P)A|＜PB) The energy dispatching management device 102 sets the real-time power of the first traction substation as the transfer power (i.e. P)C＝PA). And if the absolute value of the braking power of the first traction substation is greater than the traction power of the second traction substation (i.e. | P)A|＞PB) The energy dispatching management device 102 sets the real-time power of the second traction substation as the transfer power (i.e. P)C＝PB)。
Similarly, if the real-time power of the second traction substation indicates that the train load in the second zone is in a braking condition (i.e., P)BLess than or equal to 0), and the real-time power of the first traction substation indicates that the train load of the first section is in the traction working condition (P)AAnd > 0), the energy scheduling management device 102 similarly generates a power transfer command at this time, and controls the power fusion device 101 by the power transfer command to transfer the braking power of the traction network of the second traction substation B to the traction network of the first traction substation a.
Specifically, in this embodiment, in the process of controlling the power blending device 101 to transfer the braking power of the second traction substation B to the first traction 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 instruction 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 traction substation B is smaller than the traction power of the first traction substation a (i.e., | P)B|＜PA) The energy scheduling management device 102 sets the braking power of the second traction substation B to the transfer power (i.e., P)C＝PB). And if the absolute value of the braking power of the second traction substation B is larger than the traction power of the first traction substation A (i.e. | P)B|＞PA) The energy dispatching management device 102 sets the real-time power of the first traction substation a as the transfer power (i.e. P)C＝PA)。
As shown in fig. 1, in this embodiment, the energy utilization device 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 total real-time power of the first traction substation a and the second traction substation B is in the feedback condition (i.e. P)A+PB0) or less), then the energy scheduling device 102 preferably transmits the feedback energy of the first traction substation a and the second traction substation B to the energy storage device 103 and is stored by the energy storage device 103. And if the real-time total power of the first traction substation and the second traction substation is converted from the feedback working condition into the traction working condition, the energy scheduling management device 102 controls the power fusion device 101 to transmit the energy stored in the energy storage device 103 to the traction network corresponding to the first traction substation A and/or the second traction substation B. Therefore, the real-time total power of the electric energy stored in the energy storage device 103 in the first traction substation A and the second traction substation B can be larger than zero (namely P)A+PB> 0) to the power fusing device 101.
In this embodiment, if the real-time power of the first traction substation a and the real-time power of the second traction substation B represent 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 scheduling management device 102 may further determine whether or not the first traction substation a and the second traction substation B exceed their rated peak powers. If the first traction substation a and/or the second traction substation B exceed the rated peak power thereof, the energy scheduling management device 102 may control the power blending device 101 and/or the energy storage device 103 to release energy, so as to implement peak clipping, valley filling, and load balancing, and reduce the peak power thereof.
From the above description, it can be seen that the energy utilization device for the railway traction network provided by the invention can realize the effective utilization of the regenerative braking energy of the railway traction network and improve the utilization rate of the regenerative braking energy by the power fusion between traction substations in different sections.
Meanwhile, through energy interchange among different traction substations, the energy utilization device can also realize peak clipping and valley filling of different traction substations, and can also reduce the maximum peak power of the traction substations, thereby saving the maximum demand electric charge.
In addition, the device can be directly connected in parallel to the subareas during assembly, normal operation of the train is not influenced, the device 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. A regenerative braking energy utilization apparatus for a railway traction network, the apparatus 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;
the energy storage device is connected with the power fusion device, is used for receiving and storing the electric energy transmitted by the power fusion device from a traction network, and is also used for transmitting the stored electric energy to the power fusion device so as to be transmitted to the corresponding traction network by the power fusion device;
and the energy scheduling management device is connected with the power general melting device and is used for generating a power transfer instruction according to the acquired real-time power of the traction substation corresponding to the two different sections and controlling the running state of the power general melting device according to the power transfer instruction.
2. The apparatus 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 apparatus 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 device according to any one of claims 1 to 3, wherein if the real-time power of the first traction substation and the second traction substation indicates that the train load of the first section and the train load of the second section are both in a traction condition, the energy scheduling management device is configured to control the power smooth device not to perform power transfer.
5. The device according to any one of claims 1 to 4, wherein if the real-time power of the first traction substation indicates that the train load of the first section is in a braking condition, and the real-time power of the second traction 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 instruction, and control the power communication and fusion device to transfer the braking power of the traction network of the first traction substation to the traction network of the second traction substation through the power transfer instruction.
6. The apparatus of claim 5, wherein in controlling the power blending device to transfer braking power of a traction grid of a first traction substation to a traction grid of a second traction substation, the energy dispatch management device is configured to:
generating transfer power according to the real-time power of the first traction substation and the real-time power of the second traction substation;
and generating the power transfer instruction according to the transfer power.
7. The apparatus of claim 6,
if the absolute value of the real-time braking power of the first traction substation is smaller than the real-time traction power of the second traction substation, the energy scheduling management device is configured to set the real-time braking power of the first traction substation as transfer power;
and if the absolute value of the real-time braking power of the first traction substation is greater than the real-time traction power of the second traction substation, the energy scheduling management device is configured to set the real-time traction power of the second traction substation as the transfer power.
8. The device according to any one of claims 1 to 7, wherein if the sum of the real-time power of the first traction substation and the real-time power of the second traction substation is in a brake feedback condition, the energy scheduling management device is configured to transmit the feedback power of the first traction substation and the second traction substation to the energy storage device by using the power fusion device for storage by the energy storage device.
9. The apparatus according to claim 8, wherein if the real-time total power of the first traction substation and the second traction substation is converted from the feedback condition to a traction condition, the energy scheduling management apparatus is configured to control the power fusing apparatus to transmit the energy stored in the energy storage apparatus to a traction network corresponding to the first traction substation and/or the second traction substation.
10. The device according to claim 8 or 9, wherein if the real-time power of the first traction substation and the real-time power of the second traction 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 first traction substation or the second traction substation exceeds a rated peak power, and if the first traction substation or the second traction substation exceeds the rated peak power, the power communication and fusion device is controlled to perform power transfer and/or the energy storage device is controlled to perform energy release, so that peak clipping, valley filling and load balancing are achieved, and the peak power is reduced.
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| CN111313443A (en) * | 2020-03-16 | 2020-06-19 | 株洲中车时代电气股份有限公司 | Power peak value adjusting system and method for railway traction substation |
| CN111342498A (en) * | 2020-03-16 | 2020-06-26 | 株洲中车时代电气股份有限公司 | Maximum demand control system and method for railway traction substation |
| CN111371109A (en) * | 2020-03-16 | 2020-07-03 | 株洲中车时代电气股份有限公司 | Maximum demand control method and system for railway traction substation |
| CN111740438A (en) * | 2020-06-16 | 2020-10-02 | 同济大学 | Urban rail transit regenerative braking energy management and control system and control method thereof |
| CN111769602A (en) * | 2020-07-12 | 2020-10-13 | 国网山西省电力公司电力科学研究院 | Optimized scheduling method for multi-time-scale wind storage combined system |
| CN113533847A (en) * | 2021-08-09 | 2021-10-22 | 盾石磁能科技有限责任公司 | Method and equipment for measuring regenerative braking energy of rail transit |
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