CN112994106A - Regenerative braking energy management system and method for high-speed rail - Google Patents
Regenerative braking energy management system and method for high-speed rail Download PDFInfo
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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
- H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
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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
- H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
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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
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Abstract
The invention discloses a regenerative braking energy management system and method for a high-speed rail, wherein the regenerative braking energy management system for the high-speed rail comprises an energy recovery subsystem, a station power distribution network and a station load, the station power distribution network is connected with the energy recovery subsystem and the station load, and the energy recovery subsystem is connected with a traction network. The invention provides a regenerative braking energy management system and method for a high-speed rail, which aim to solve the problem of residual regenerative braking energy in the prior art.
Description
Technical Field
The invention relates to the technical field of energy recovery, in particular to a regenerative braking energy management system and method for a high-speed rail.
Background
At present, regenerative braking (also called feedback braking, which is a braking technology used on electric vehicles) is preferentially adopted when a high-speed railway train is braked, kinetic energy of the train is converted and stored instead of being changed into useless heat when the train is braked, namely, a traction motor is converted into a generator state to feed back regenerative braking energy onto a traction network, however, the braking mode causes the problems of voltage rise of the traction network, low energy utilization rate and the like.
In order to solve the problem of regenerative braking energy utilization, the existing energy utilization modes include a dissipative type in which regenerative braking energy is absorbed by a large resistor, an energy storage type in which regenerative braking energy is stored by an energy storage element, and a feedback type in which regenerative braking energy is directly fed back to a traction network for power supply.
In terms of the feedback type regenerative braking energy utilization technology, because the electricity generated by the train is single-phase power, the negative sequence component is very large, and the damage to the power system is very serious, the power system adopts punitive charging, namely 'feedback positive metering', for the electric quantity sent back to the power grid by the regenerative braking of the train. That is, the amount of electricity returned to the grid is billed equally as the amount of electricity consumed. The cost is increased for the operation of the high-speed rail, the stable operation of a power system is threatened, and meanwhile, the voltage oscillation of a contact network is caused by the reverse transmission of electric energy, so that the safe operation of the train is threatened. For this problem, another solution is proposed, that is, a feedback device based on an ac-dc-ac converter technology feeds back regenerative braking energy to a three-phase power grid for use, so as to solve the problem of power quality caused by the returned regenerative braking energy to the power grid. However, most of the existing feedback type regenerative braking energy recycling technologies based on the ac-dc-ac converter technology are directed to research on how to feed back the regenerative braking energy to a power distribution network, and research on energy management methods of the regenerative braking energy is very short, and efficient and reasonable utilization of the regenerative braking energy is a very important factor for wide application of the regenerative energy of the electrified railway. Taking a high-speed rail station in the Tangshan province as an example, in winter, the external power supply is limited, but the normal operation of electrical equipment such as a heater, an air conditioner, an elevator and the like is also required to be maintained, so that in order to solve the problem of limited power utilization, an energy management method is required to efficiently and reasonably allocate the regenerative braking energy of the station.
Disclosure of Invention
The invention aims to provide a regenerative braking energy management system and a regenerative braking energy management method for a high-speed rail, so as to solve the problem of residual regenerative braking energy in the prior art.
The technical scheme for solving the technical problems is as follows:
the invention provides a braking energy management system for a high-speed rail, which comprises an energy recovery subsystem, a station power distribution network and a station load, wherein the station power distribution network is connected with the energy recovery subsystem and the station load, and the energy recovery subsystem is connected with a traction network.
Optionally, the energy recovery subsystem includes a first step-down transforming module, a first electric energy conversion module, a second step-down transforming module and an energy storage module, the traction network is connected to an input end of the first step-down transforming module, an input end of the first electric energy conversion module is connected to an output end of the first step-down transforming module, the second electric energy conversion module and the energy storage module are connected in parallel to an output end of the first electric energy conversion module, and an output end of the second electric energy conversion module is connected to the second step-down transforming module.
Optionally, the first step-down transforming module comprises a dual winding step-down transformer; the first power conversion module comprises a single-phase parallel rectifier; the second power conversion module comprises a three-phase inverter; the second step-down and transformation module comprises a three-phase step-down transformer.
Optionally, the energy storage module includes a bidirectional DC/DC converter connected to the first power conversion module and a super capacitor bank connected to the bidirectional DC/DC converter.
Based on the technical scheme, the invention also provides a braking energy management method for the high-speed rail, and the braking energy management method for the high-speed rail comprises the braking energy management system for the high-speed rail.
Optionally, the braking energy management method for the high-speed rail comprises the following steps:
s1: determining a power consumption objective function and a temperature release objective function according to preset power consumption parameters and preset temperature release parameters;
s2: respectively obtaining a first optimal solution of the power consumption objective function and a second optimal solution of the temperature release objective function by utilizing a particle swarm algorithm;
s3: determining a comprehensive evaluation objective function according to the first optimal solution and the second optimal solution;
s4: and determining an electric energy distribution scheme to realize braking energy management by combining the comprehensive evaluation target function and the balance constraint condition of the braking energy management system for the high-speed rail.
Optionally, in S1, the power consumption objective function includes:
wherein, F1The total electricity charge in the planning period; n is the number of electric charge pricing moments; f. oftSelling electricity price for the power grid at the time t;
and exchanging power with the 400V power distribution network for the station at the moment t.
Optionally, in S1, the temperature-releasing objective function includes:
wherein, F2Function representing the station temperature determination at time t, IAC(t)Is an intermediate parameter and
Tin(t) is the temperature in the station at time t;
is a preset maximum temperature value, and the temperature value is set,
in order to set a minimum temperature value for the temperature,
is preset to an optimum temperature value. .
Alternatively, in step S2, the determining method of the first optimal solution and the determining method of the second optimal solution each include the following substeps:
s201: initializing the population of particles, wherein the population of particles comprises a population size, a location, and a velocity of the particles;
s202: inputting the position and the speed of the particle into an individual fitness function model to obtain an individual fitness value of the particle;
s203: determining individual extreme values of the particles, comparing the individual fitness values with the individual extreme values, and determining an optimal individual extreme value according to the comparison values;
s204: determining a global extreme value of the particle swarm, comparing the individual fitness value with the global extreme value, and determining an optimal global extreme value according to the comparison value;
s205: obtaining the speed and the position of the current particle according to a speed updating formula and a position updating formula, and repeating the steps S202 to S204 until a preset iteration number is reached;
s206: determining the first optimal solution and the second optimal solution.
Optionally, in S3, the comprehensive evaluation objective function includes:
min C＝η1F1+η2F2
wherein eta1Influence coefficient, eta, of economic target on final scheduling result2C denotes F for the coefficient of influence of the comfort objective on the final scheduling result1And F2A function under common influence; f1The total electricity charge in the planning period; f2A function representing the station temperature decision at time t.
Optionally, in step S4, the balancing constraint condition of the braking energy management system for the high-speed rail includes:
in the formula, ploadThe total power of the station load is obtained; p is a radical ofrPower generated for regenerative braking; p is a radical ofbCharging and discharging power for the energy storage device (when the power value is positive, the energy storage system discharges, and when the power value is negative, the energy storage system charges); p is a radical ofgridAnd the subscript t represents the time t for the interaction power of the station load and the station distribution network.
Alternatively, the step S4 includes the following substeps:
s401: acquiring station load total power, power generated by regenerative braking, charging and discharging power of an energy storage device and station load and station distribution network interaction power when regenerative braking occurs;
s402: comparing the power generated by the regenerative braking with the total station load power, judging whether the power generated by the regenerative braking is greater than the total station load power, if so, entering step S403, otherwise, entering step S404;
s403: after the energy requirement of the station distribution network is met, the residual energy enters the energy storage module to be stored, and the regenerative braking energy management method is ended;
s404: judging whether the power generated by regenerative braking is smaller than the total station load power, if so, entering step S405, and if not, entering step S406;
s405: simultaneously supplying the energy generated by the regenerative braking and the energy of the energy storage module to the station power distribution network, and ending the regenerative braking energy management method;
s406: and all energy generated by regenerative braking is supplied to the station power distribution network, the energy storage module is in standby state, and the regenerative braking energy management method is finished.
Optionally, the power distribution scheme is performed by a first power conversion module.
The invention has the following beneficial effects:
through the scheme, namely the braking energy management system and method for the high-speed rail, provided by the embodiment of the invention, the energy surplus in the regenerative braking of the high-speed rail can be recycled through the energy recovery subsystem, so that the distribution pressure of a station distribution network on station loads is reduced, the station maximally utilizes the regenerative braking energy, the energy is saved, the temperature in the station is optimized, and the comfort experience of passengers is ensured.
Drawings
FIG. 1 is a diagram of a regenerative braking energy management system for a high-speed rail provided in an embodiment of the present invention;
FIG. 2 is a schematic diagram of a regenerative braking energy management method for a high-speed rail according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating a substep of S2 in the regenerative braking energy management method for a high-speed rail according to an embodiment of the present invention;
fig. 4 is a schematic view of a substep of S4 in the regenerative braking energy management method for a high-speed rail according to the embodiment of the invention.
Detailed Description
The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.
Examples
The invention provides a braking energy management system for a high-speed rail, which comprises an energy recovery subsystem, a station power distribution network and a station load, wherein the station power distribution network is connected with the energy recovery subsystem and the station load, and the energy recovery subsystem is connected with a traction network.
The invention has the following beneficial effects:
through the scheme, namely the braking energy management system and method for the high-speed rail, provided by the embodiment of the invention, the energy surplus in the regenerative braking of the high-speed rail can be recycled through the energy recovery subsystem, so that the distribution pressure of a station distribution network on station loads is reduced, the station maximally utilizes the regenerative braking energy, the energy is saved, the temperature in the station is optimized, and the comfort experience of passengers is ensured.
Optionally, the energy recovery subsystem includes a first step-down and transformation module, a first electric energy conversion module, a second step-down and transformation module, and an energy storage module, the traction network is connected to an input end of the first step-down and transformation module, an input end of the first electric energy conversion module is connected to an output end of the first step-down and transformation module, the second electric energy conversion module and the energy storage module are connected in parallel to an output end of the first electric energy conversion module, and an output end of the second electric energy conversion module is connected to the second step-down and transformation module.
It should be noted that, the first voltage-reducing module and the second voltage-reducing module provided in the embodiment of the present invention are both used for voltage-reducing processing, and as to which voltage reducer is selected, the present invention is not particularly limited. Similarly, the first power conversion module and the second power conversion module are used for switching the electric energy between direct current and alternating current. The energy storage module can store electric energy and also can play a role in reducing the peak-valley difference of the power grid.
Optionally, the first step-down transforming module comprises a double-winding step-down transformer, wherein the multi-winding step-down transformer can be used for expanding the electric energy capacity of the whole system, so that the regenerative braking energy of the train can be fed back to the 400V distribution system of the station for the load of the station. The first electric energy conversion module is mainly used for converting alternating current from the traction network into direct current so as to facilitate storage of the energy storage module, and therefore the first electric energy conversion module comprises a single-phase parallel rectifier; however, in order to enable direct current to be delivered to a station distribution network of 400V, the second power conversion module is designed to include a three-phase inverter to convert direct current into alternating current; the second step-down and transformation module comprises a three-phase step-down transformer.
Optionally, in order to ensure that the energy storage module is capable of both storing electric energy from the traction network and releasing electric energy when the electric energy of the traction network is insufficient to support the electric energy demand of the station load, the energy storage module is designed to comprise a bidirectional DC/DC converter connected to the first electric energy conversion module and a super capacitor bank connected to the bidirectional DC/DC converter.
Fig. 1 shows a topology structure diagram of an energy-feeding and energy-storing regenerative braking energy recovery subsystem suitable for a high-speed rail station. A primary winding L of the single-phase double-winding step-down transformer is connected with a traction contact network, and secondary windings L1 and L2 are respectively connected with an anode A1P and a cathode A1N of an input end of a single-phase parallel three-level rectifier A1, and an anode A2P and a cathode A2N of an input end of A2; the positive pole a1P of the output end of the single-phase parallel three-level rectifier A1 and the negative pole a1N of the output end of A2 jointly form a middle direct-current bus; the input ends B1P and B1N of the three-phase three-level inverter are connected with a direct-current bus, and the output ends B1-B3 are connected with a three-phase step-down transformer; the energy storage system is two super capacitor groups connected in parallel and is connected to a direct current bus through input ends C1P and C1N of the two bidirectional DC/DC converters, and input ends C2P and C2N of the two bidirectional DC/DC converters.
When the train is detected to be in a braking state, the device is started, regenerated braking energy passes through a traction overhead line system, is firstly reduced in voltage by a single-phase double-winding step-down transformer, is rectified into direct current by a single-phase parallel three-level rectifier, is connected with a direct current bus by a three-phase three-level inverter, converts the direct current into three-phase alternating current, and is accessed to a 400V power distribution network of a station through the three-phase step-down transformer to be used by station loads. The parallel energy storage system is connected to the middle direct current bus through two bidirectional DC-DC converters, and when residual energy exists after the residual energy is fed back to a station, the energy storage system stores the residual energy; when the regenerative braking energy cannot meet the station load in the feedback process, the energy storage system discharges to supplement the insufficient energy. And the converters of each part are matched with a regenerative braking energy management method to obtain corresponding scheduling instructions to reasonably allocate the regenerative braking energy.
The invention also provides a method based on the braking energy management system for the high-speed rail,
as shown in fig. 2, the braking energy management method for the high-speed rail includes the following steps:
s1: determining a power consumption objective function and a temperature release objective function according to preset power consumption parameters and preset temperature release parameters;
s2: respectively obtaining a first optimal solution of the power consumption objective function and a second optimal solution of the temperature release objective function by utilizing a particle swarm algorithm;
s3: determining a comprehensive evaluation objective function according to the first optimal solution and the second optimal solution;
s4: and determining an electric energy distribution scheme to realize braking energy management by combining the comprehensive evaluation target function and the balance constraint condition of the braking energy management system for the high-speed rail.
Optionally, in S1, the power consumption objective function includes:
wherein, F1The total electricity charge in the planning period; n is the number of electric charge pricing moments; f. oftSelling electricity price for the power grid at the time t;
and exchanging power with the 400V power distribution network for the station at the moment t.
Optionally, the comfort of the user is exponentially related to the difference between the current temperature and the optimal set temperature, and a comfort model with comfort and percentage deviation from the set value changing in a power function mode is established by combining a PMV-PPD thermal comfort equation curve (a comprehensive application index of two indexes of comprehensive prediction average response PMV and prediction dissatisfaction percentage PPD for measuring thermal comfort). In S1, the temperature-release objective function includes:
wherein, F2Function representing the station temperature determination at time t, IAC(t)Is an intermediate parameter and
Tin(t) is the temperature in the station at time t;
to prepareThe maximum temperature value is set, and the temperature value is set,
in order to set a minimum temperature value for the temperature,
for the preset optimum temperature values, 28 ℃, 24 ℃ and 26 ℃ are respectively set.
Alternatively, in step S2, the determining method of the first optimal solution and the determining method of the second optimal solution each include the following substeps:
s201: initializing the population of particles, wherein the population of particles comprises a population size, a location, and a velocity of the particles;
s202: inputting the position and the speed of the particle into an individual fitness function to obtain an individual fitness value of the particle;
s203: determining individual extreme values of the particles, comparing the individual fitness values with the individual extreme values, and determining an optimal individual extreme value according to the comparison values;
s204: determining a global extreme value of the particle swarm, comparing the individual fitness value with the global extreme value, and determining an optimal global extreme value according to the comparison value;
s205: obtaining the speed and the position of the current particle according to a speed updating formula and a position updating formula, and repeating the steps S202 to S204 until a preset iteration number is reached;
in addition, in the process of determining the first optimal solution and the second optimal solution, in addition to enabling the speed and position update times of the particle to reach the preset times, in order to prevent the particle from infinitely changing in the preset iteration times, a threshold value can be designed and given, and if the first optimal solution and/or the second optimal solution are found within the preset iteration times (that is, the increment of the optimal solution is smaller than the given threshold value), the updating is ended; otherwise, the updating is stopped after the preset iteration times are reached.
Here the particle velocity update formula is:
in the formula (I), the compound is shown in the specification,
is the d-dimension component of the flight velocity vector of the jth iterative particle n; c. C1、c2Is an acceleration constant, c1Individual learning factor of particle, c2A population learning factor that is a particle; r is1、r2Is two random functions with the value range of [0,1 ]]Increasing the search randomness; ω is the inertial weight.
The location update formula is:
in the formula (I), the compound is shown in the specification,
the d-dimension component of the n-position vector of the j-th iteration particle.
S206: determining the first optimal solution and the second optimal solution.
Here, the first optimal solution is obtained as follows: obtaining two final individual fitness values according to the optimal individual extremum and the optimal global extremum, comparing the two final individual fitness values with the iteration times, judging whether a minimum value (namely a first optimal solution) is included, and if so, outputting a result; if not, returning to step S202;
the second optimal solution is obtained as follows: obtaining two final individual fitness values according to the optimal individual extremum and the optimal global extremum, comparing the two final individual fitness values with the iteration times, judging whether an optimal temperature value (namely a second optimal solution) is included, and if so, outputting a result; if not, the process returns to step S202.
As shown in fig. 3, first, basic parameters are given, a particle swarm is initialized, the particle swarm includes a swarm scale N, the positions and the speeds of the particles, an individual fitness value of each particle in the swarm is calculated, then, the individual fitness of each particle in the swarm is calculated, the individual fitness of each particle is compared with an individual extreme value, if the fitness of the current individual is smaller than the individual extreme value, the individual extreme value is replaced by the fitness, the individual extreme value is updated, then, the individual fitness of each particle in the swarm is calculated, the individual fitness of each particle is compared with the global extreme value, if the fitness of the current individual is smaller than the global extreme value, the global extreme value is replaced by the fitness, the global extreme value is updated, and the speed and the position of each particle are calculated according to a speed updating formula and a position updating formula; and finally, judging whether the termination condition is met, and stopping the algorithm to output the result if the termination condition is met. Otherwise, calculating the individual fitness of the particles and continuing the loop iteration.
Optionally, in S3, the comprehensive evaluation objective function includes:
min C＝η1F1+η2F2
wherein eta1Influence coefficient, eta, of economic target on final scheduling result2C denotes F for the coefficient of influence of the comfort objective on the final scheduling result1And F2A function under common influence; f1The total electricity charge in the planning period; f2Function representing the station temperature determination at time t, for η in the present invention1Take 0.8, eta2Take 0.2.
Optionally, in step S4, the balancing constraint condition of the braking energy management system for the high-speed rail includes:
in the formula, ploadThe total power of the station load is obtained; p is a radical ofrPower generated for regenerative braking; p is a radical ofbCharging and discharging power for the energy storage device (when the power value is positive, the energy storage system discharges, and when the power value is negative, the energy storage system charges); p is a radical ofgridInteraction of station load with station distribution networkPower, subscript t denotes time t.
Alternatively, the step S4 includes the following substeps:
s401: acquiring station load total power, power generated by regenerative braking, charging and discharging power of an energy storage device and station load and station distribution network interaction power when regenerative braking occurs;
s402: judging whether the power generated by regenerative braking is greater than the total station load power, if so, entering step S403, otherwise, entering step S404;
s403: after the energy requirement of the station distribution network is met, storing the residual energy into the energy storage module for storage, and ending the regenerative braking energy management method;
s404: judging whether the power generated by regenerative braking is smaller than the total station load power, if so, entering step S405, and if not, entering step S406;
s405: the energy generated by the regenerative braking and the energy of the energy storage module are simultaneously supplied to the station power distribution network, and the regenerative braking energy management method is ended;
s406: and all energy generated by regenerative braking is supplied to the station power distribution network, the energy storage module is in standby state, and the regenerative braking energy management method is finished.
As shown in fig. 4, when regenerative braking occurs, the electricity consumption information recorded by the smart meter analyzes the current load electricity consumption situation in the station, and obtains the current load electricity consumption power. And calculating according to the set electric power consumption and temperature release objective functions to obtain an optimal solution, and reasonably scheduling the 400V power distribution network power and the energy storage module power of the station according to the power balance relation in the system. When regenerative braking occurs, the regenerative braking energy is stored by the energy storage device preferentially at the moment of low electricity price, and the regenerative braking energy is supplied to a load for use after the energy storage device is fully charged; at the moment of high electricity price, regenerative braking energy and energy stored by the energy storage module are preferentially used, and when the regenerative braking energy is insufficient, the insufficient power is compensated by a 400V power distribution network of a station, so that the utilization rate of the regenerative braking energy is improved, and the electricity economy is improved. Meanwhile, the comfort level of the station is improved while the electricity economy is improved by reasonably controlling the temperature of the air conditioner according to the electricity price, the electricity utilization condition and the environment temperature at the moment.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. The regenerative braking energy management system for the high-speed rail is characterized by comprising an energy recovery subsystem, a station power distribution network and a station load, wherein the station power distribution network is connected with the energy recovery subsystem and the station load, and the energy recovery subsystem is connected with a traction network.
2. The regenerative braking energy management system for high-speed rail of claim 1, wherein the energy recovery subsystem comprises a first buck-transform module, a first power conversion module, a second buck-transform module, and an energy storage module, the traction network is connected to an input of the first buck-transform module, an input of the first power conversion module is connected to an output of the first buck-transform module, the second power conversion module and the energy storage module are connected in parallel to an output of the first power conversion module, and an output of the second power conversion module is connected to the second buck-transform module.
3. The regenerative braking energy management system for high-speed rail of claim 2, wherein the first buck transformation module comprises a dual-winding buck transformer; the first power conversion module comprises a single-phase parallel rectifier; the second power conversion module comprises a three-phase inverter; the second step-down and transformation module comprises a three-phase step-down transformer.
4. The regenerative braking energy management system for high-speed rail of claim 2 or 3, wherein the energy storage module comprises a bidirectional DC/DC converter coupled to the first power conversion module and a super capacitor bank coupled to the bidirectional DC/DC converter.
5. A regenerative braking energy management method for a regenerative braking energy management system for a high-speed rail, as claimed in any of claims 1-4, wherein the regenerative braking energy management method comprises the steps of:
s1: determining a power consumption objective function and a temperature release objective function according to preset power consumption parameters and preset temperature release parameters;
s2: respectively obtaining a first optimal solution of the power consumption objective function and a second optimal solution of the temperature release objective function by utilizing a particle swarm algorithm;
s3: determining a comprehensive evaluation objective function according to the first optimal solution and the second optimal solution;
s4: and determining an electric energy distribution scheme to realize braking energy management by combining the comprehensive evaluation target function and the balance constraint condition of the braking energy management system for the high-speed rail.
6. The regenerative braking energy management method of claim 5, wherein the power-consumption objective function of S1 comprises:
wherein, F1The total electricity charge in the planning period; n is the number of electric charge pricing moments; f. oftSelling electricity price for the power grid at the time t;
and exchanging power with the 400V power distribution network for the station at the moment t.
The temperature release objective function includes:
wherein, F2Function representing the station temperature determination at time t, IAC(t)Is an intermediate parameter and
Tin(t) is the temperature in the station at time t;
is a preset maximum temperature value, and the temperature value is set,
in order to set a minimum temperature value for the temperature,
is preset to an optimum temperature value.
7. The regenerative braking energy management method of claim 5, wherein the determining of the first optimal solution and the second optimal solution in step S2 each comprises the sub-steps of:
s201: initializing the population of particles, wherein the population of particles comprises a population size, a location, and a velocity of the particles;
s202: inputting the position and the speed of the particle into an individual fitness function model to obtain an individual fitness value of the particle;
s203: determining individual extreme values of the particles, comparing the individual fitness values with the individual extreme values, and determining an optimal individual extreme value according to the comparison values;
s204: determining a global extreme value of the particle swarm, comparing the individual fitness value with the global extreme value, and determining an optimal global extreme value according to the comparison value;
s205: obtaining the speed and the position of the current particle according to a speed updating formula and a position updating formula, and repeating the steps S202 to S204 until a preset iteration number is reached;
s206: determining the first optimal solution and the second optimal solution.
8. The regenerative braking energy management method of claim 5, wherein the comprehensive evaluation objective function of S3 comprises:
min C＝η1F1+η2F2
wherein eta1Influence coefficient, eta, of economic target on final scheduling result2C denotes F for the coefficient of influence of the comfort objective on the final scheduling result1And F2A function under common influence; f1The total electricity charge in the planning period; f2A function representing the station temperature decision at time t.
9. The regenerative braking energy management method of claim 5, wherein in step S4, the balance constraints of the braking energy management system for the high-speed rail include:
in the formula, ploadThe total power of the station load is obtained; p is a radical ofrPower generated for regenerative braking; p is a radical ofbCharging and discharging power for the energy storage device; p is a radical ofgridAnd the subscript t represents the time t for the interaction power of the station load and the station distribution network.
10. The regenerative braking energy management method of claim 9, wherein the step S4 includes the substeps of:
s401: acquiring station load total power, power generated by regenerative braking, charging and discharging power of an energy storage device and station load and station distribution network interaction power when regenerative braking occurs;
s402: judging whether the power generated by regenerative braking is greater than the total station load power, if so, entering step S403, otherwise, entering step S404;
s403: after the energy requirement of the station distribution network is met, storing the residual energy into the energy storage module for storage, and ending the regenerative braking energy management method;
s404: judging whether the power generated by regenerative braking is smaller than the total station load power, if so, entering step S405, and if not, entering step S406;
s405: simultaneously supplying the energy generated by the regenerative braking and the energy of the energy storage module to the station power distribution network, and ending the regenerative braking energy management method;
s406: and supplying all the energy generated by the regenerative braking to the station power distribution network, enabling the energy storage module to stand by, and ending the regenerative braking energy management method.
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