CN115764867A - Virtual motor control method for hybrid energy storage type railway power regulator - Google Patents
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Abstract
The invention relates to a technology of a hybrid energy storage type railway power regulator under a virtual motor control system, wherein a virtual inertia link is introduced into a current compensation strategy of the railway power regulator, and a virtual direct current motor is adopted for control in hybrid energy storage. The electric energy quality is controlled through the railway power regulator, and the regenerative braking energy is recycled by accessing the hybrid energy storage device. The internal coordination control strategy of the hybrid energy storage system based on the filtering time constant segmentation self-adaptive power distribution of the charge state of the energy storage unit and the dynamic adjustment of the amplitude limiting power is adopted, the storage battery is ensured to be in shallow charging and shallow discharging by adjusting the filtering time constant, and the rest power is borne by the super capacitor after the storage battery bears part of the power. Aiming at the traditional control of a railway power regulator, a virtual inertia link is introduced to provide an inertia support, and aiming at a hybrid energy storage system, a virtual direct current motor is adopted for control. The device has stable frequency and better dynamic performance and anti-interference capability under load fluctuation.
Description
Technical Field
The invention relates to a control method based on an energy storage type railway power regulator, in particular to a virtual motor control method of a hybrid energy storage type railway power regulator.
Background
With the development of high-speed railways in China, the safety and stability of railway traffic are continuously influenced by harmonic waves and reactive power, the problem of negative sequence is increasingly serious, and a serious challenge is brought to the healthy and safe operation of a railway power supply system. For example, in the constructed *** Sichuan railway, the traction power changes extremely due to factors such as large altitude difference of the *** Sichuan line, multiple long ramp sections and the like, and a very high challenge is provided for the power supply capacity of a traction system. Meanwhile, the ecosystem along the Sichuan-Tibet is weak, and the extreme climatic conditions have higher requirements on the reliability of traction power supply.
Because the traction power supply system widely adopts a three-phase-two-phase power supply mode, the power is supplied to the single-phase power supply arm through the secondary side, the traction load in the power supply interval is difficult to be in a balanced state, the three-phase side is easy to be in an unbalanced state, a large amount of negative sequence components enter the power supply system, and the safe operation of the power system is influenced. Meanwhile, the electric locomotive as a high-power load also affects the balance state of a power supply system, and negative sequence current can cause damage of a motor in a power grid and failure of a relay protection device. Also, the presence of harmonic components causes additional power losses to the electrical equipment.
Altitude fluctuation along Sichuan tibet is uncertain, large and large slopes exist, and a high-speed train can generate a large amount of regenerative braking energy in the running process. Most of the regenerative braking energy is fed back to the power system, and the generated regenerative braking energy contains a large amount of negative sequence and harmonic component, which can negatively affect the stable operation of the power system after being fed back to the power grid, so that the power company adopts a measure of 'feedback positive counting' to punitively charge the regenerative braking energy, that is, the regenerative braking energy returned to the power grid is equivalent to the consumed electric quantity to be charged, which can cause higher economic loss to the railway system. Therefore, how to solve the problem of energy consumption and improve the utilization rate of regenerative braking energy becomes very critical.
Certain research has been carried out at home and abroad on the treatment of the related electric energy quality of the traction power supply system, and the solutions can be divided into two types. Firstly, a compensation device is arranged outside, such as a static reactive compensator is adopted for dynamic reactive compensation, or a passive filter is adopted for harmonic elimination and reactive compensation; and secondly, the structure of the power supply system is optimized, such as the expansion of a traction network or a novel in-phase power supply technology. However, the first method has certain limitations on the control of the power quality, and the second method relates to the reconstruction of a traction network, so that the cost is high and the practicability is poor. In order to simultaneously realize the functions of suppressing harmonics, improving power factor, suppressing negative sequence component, and the like, thereby improving the quality of electric energy, the combination of devices must be considered. After 1980, the japanese scholars proposed a Railway Power Conditioner (RPC) that could achieve comprehensive compensation of the traction Power supply system and solve almost all Power quality issues. Meanwhile, energy storage equipment can be additionally arranged on the RPC direct current side to realize the utilization of regenerative braking energy. At present, RPC control methods are more, and domestic research teams propose dead-beat control based on repeated prediction and double closed-loop control based on real-time current detection, and both can realize the control of electric energy quality. But the traction power supply system is used as a weak alternating current system, and the damping and the inertia are poor. In these control modes, because the RPC has small inertia, it cannot provide damping and inertial support under the dynamic condition of the traction network, and the system cannot maintain stability. Therefore, the invention provides virtual inertia control on the basis of the traditional double closed-loop control, provides damping and inertia support for the system and improves the stability of the traction power supply system under dynamic load.
In the aspect of an external energy storage device, energy storage elements such as a battery and a super capacitor are mainly applied at present, the energy storage of the battery in the energy storage elements has the advantages of high energy density, relatively low cost, long service life and the like, the energy storage of the super capacitor has the advantages of high power density, fast charging and discharging response and the like, and the two types of energy storage have mutual advantages. Therefore, aiming at the characteristics of the Tokawa-tibet line, the hybrid energy storage device is connected to the direct current bus side of the railway power regulator, and virtual motor control is introduced on the basis of the traditional power control of the energy storage element, so that the damping and inertial support of the system are further improved, the reliability of the traction power supply system and the railway power regulator is improved, and the hybrid energy storage device is suitable for various extreme working conditions of a traction network.
Disclosure of Invention
The invention provides a hybrid energy storage type railway power regulator virtual motor control method aiming at the problems in the prior art, which comprises the following steps:
establishing a universal current compensation strategy to realize comprehensive compensation of negative sequence, reactive power and harmonic current;
the power of the smooth hybrid energy storage system is distributed in a segmented self-adaptive manner through the filtering time constant based on the charge state of the energy storage unit, the power fluctuation is divided into a high-frequency component and a low-frequency component, and the high-frequency component and the low-frequency component are respectively borne by the super capacitor and the battery, so that the energy complementation of hybrid energy storage is realized;
Adopting an internal coordination control strategy of a hybrid energy storage system for dynamically adjusting the amplitude limiting power, firstly bearing the amplitude limiting power on the battery, and then bearing the residual power by the super capacitor;
aiming at the hybrid energy storage, a VDCM control is established to simulate the inertia and damping links of a direct current motor;
a virtual inertia control is established, a virtual inertia link is introduced on the basis of the original current compensation and direct current voltage stabilization control, a voltage phase-locked loop of a railway power regulator is replaced, and the frequency stability under the load fluctuation is realized.
On the basis of the above scheme, the current compensation strategy specifically includes:
active power compensation: setting an alpha arm as a light load side and a beta arm as a heavy load side, and transferring half of the difference value of two phases of current to the beta arm through a railway power regulator to ensure that the active current components of the two phases are consistent;
the compensated phase A and phase B currents are shown in formulas (1) and (2):
reactive current compensation: through active current compensation, the amplitudes of the currents of the A phase and the B phase are equal at the moment, the reactive current advancing by 90 degrees is respectively compensated for the A phase and the B phase, and the reactive current amplitude for compensation in the formula (3) is as follows:
I Aactive ＝I Breactive ＝I' A tan30° (3)
harmonic current compensation: the compensation current which has the same magnitude and opposite phase with the locomotive load harmonic current is generated through a railway power regulator, the harmonic current generated by the locomotive load is counteracted, and the formula (4) shows that:
In the formula I Lh 、I Rh H-order harmonic current effective value for the left and right power supply arms; phi is a Lh 、φ Rh Respectively for the h-order harmonic current phase of the left and right power supply arms.
On the basis of the above scheme, the dividing of the power fluctuation into a high-frequency component and a low-frequency component specifically includes:
the low frequency power command for which the battery is responsible is:
t is the filter time constant in the filter, P HESS Is a power fluctuation value;
P HESS the remaining high-frequency power is borne by the super capacitor, and the instruction is as follows:
when the energy storage unit is in a charging state, firstly, judging whether the SOC is low or not, if the SOC of the super capacitor is small, increasing T, and enabling the delta T to be positive; if the battery should be charged more, decreasing T, then Δ T is negative;
when the two energy storage units are discharged, if the SOC of the super capacitor is high, the delta T is positive; if the storage battery is high, the delta T is negative; taking the large SOC weight as an adjustment ratio;
on the basis of the above scheme, the internal coordination control strategy of the hybrid energy storage system specifically includes:
the output value of the battery is the minimum value of the rated discharge power value and the target power value; as shown in formula (9):
P bat (k)＝min{P' bat (k),P cmax_bat } (9)
the discharge power of the super capacitor is the minimum value of the rated discharge power and the residual power of the super capacitor, and the formula (10) shows that:
P SC (k)＝min{|P ESref (k)-P bat (k)|,P cmax_SC } (10)
on the basis of the above scheme, the VDCM control specifically includes:
Formula (16) is a mechanical equation of the synchronous motor, and the synchronous angular frequency omega of the control system is generated by the expected active power, so that the traditional voltage phase-locked loop is replaced, and RPC control is realized in the form of the power phase-locked loop;
in the formula, omega is the angular speed of the DC motor, omega N Rated angular velocity for DC motor, J rotational inertia, T m 、T e Respectively mechanical and electromagnetic torque;
E＝C T Φω (19)
in the formula, CT is the torque coefficient of the direct current motor, and phi is the magnetic flux of each pole of the direct current motor;
on the basis of the above scheme, the virtual inertia control specifically includes:
taking the desired power P as the mechanical power P m Output power as electromagnetic power P e ；
The obtained armature current I is obtained by simulating the inertia and damping characteristics of the DC motor according to the formulas (17), (18) and (19) bat_ref Obtaining the duty ratio through the current inner loop;
and obtaining a control signal of the switching tube through PWM modulation.
The invention has the beneficial effects that:
according to the invention, energy complementation of the energy storage elements is realized through the hybrid energy storage system and power distribution control, and regenerative braking energy is maximally utilized while the electric energy quality of the traction power supply system is managed. Compared with the traditional control strategy, the invention provides a virtual motor control system which is applied to RPC and an energy storage device. The strategy provides inertia and damping support for the system through a virtual inertia link and a VDCM control strategy, and stabilizes disturbance of a direct current bus, so that power transmission balance is kept, and the stability of the whole system is enhanced. Furthermore, under the condition of traction load fluctuation, the frequency and power stability of a traction power supply system can be ensured, and the disturbance resistance of the whole system is improved.
Drawings
The invention has the following drawings:
FIG. 1 System equivalent model
FIG. 2 RPC Compensation principle phasor diagram
FIG. 3 hybrid energy storage equivalent model
FIG. 4 energy storage unit adaptive power allocation algorithm diagram
FIG. 5 hybrid energy storage system internal coordination control strategy
FIG. 6 virtual inertial control topology
FIG. 7 VDCM control topology
FIG. 8 is a comparison chart of dynamic control effect after introducing a virtual motor control system (0.5 s left arm is changed from 5MW to 20 MW)
Detailed Description
The present invention is described in further detail below with reference to fig. 1-8.
A virtual motor control method of a hybrid energy storage type railway power regulator comprises the following steps:
the method comprises the following steps: comprehensive compensation of topology, negative sequence and harmonic current of the hybrid energy storage type railway power regulator;
as shown in figure 1, the system mainly comprises a three-phase V/V traction power supply system, a railway power regulator and a hybrid energy storage device.
The key of the principle of RPC compensation is to detect the command current required by the RPC power quality control, so as to control the inverter current to track the reference current in real time. The compensation quantity comprises two parts of negative sequence compensation and harmonic current compensation:
negative sequence current compensation:
the RPC negative sequence current compensation principle is as follows: based on the characteristic of RPC energy circulation, active and reactive compensation are respectively carried out on the currents of the left and right power supply arms of the traction power supply system, and power balance of the power supply arms on two sides is realized, so that three-phase currents on the grid side of the V/V transformer are completely symmetrical, the three-phase power factor is 1, and negative sequence components are eliminated.
As can be seen from fig. 2, the primary side three-phase current is asymmetric and has a significant negative sequence component.
Active current compensation: as shown in fig. 2 (b), the two active loads can be equalized by active current compensation. Assuming that the alpha arm is a light load side and the beta arm is a heavy load side, in order to balance the left and right supply currents of the two arms, RPC is needed to transfer half of the difference value of the two phases of currents to the beta arm, and then the two phases of active current components are consistent. Finally, the current amplitudes of the A phase and the B phase are equal. The compensated phase A and phase B currents are shown in formulas (1) and (2):
reactive current compensation: through active current compensation, the current amplitudes of the A phase and the B phase are equal, but the current of the C phase is not equal to the current of the other two phases, and the phase and the amplitude need to be compensated. And therefore needs to be corrected by reactive current compensation. As shown in fig. 2 (c), the reactive current leading by 90 degrees is compensated for phase a and phase B, respectively, and the magnitude of the reactive current used for compensation is:
I Aactive ＝I Breactive ＝I' A tan30° (3)
as shown in fig. 1 (C), after compensation, the amplitudes of the currents of the three phases a, B and C are consistent and are respectively equal to the phases of the voltages of the three phases.
Harmonic current compensation:
since the electrified railroad locomotive loads generate harmonics, harmonic current compensation is required. The compensation current which is equal to the harmonic current of the locomotive load in magnitude and opposite in phase is generated through the RPC, the harmonic current generated by the locomotive load is offset, and the formula (4) is shown:
In the formula I Lh 、I Rh H-order harmonic current effective value for the left and right power supply arms; phi is a Lh 、φ Rh Respectively for the h-order harmonic current phase of the left and right power supply arms.
Step two: a power distribution strategy based on a low-pass filter and a hybrid energy storage system internal coordination control strategy based on amplitude limiting power dynamic adjustment;
fig. 3 shows a hybrid energy storage topology. In order to fully utilize the energy characteristics of different types of energy storage devices in the hybrid energy storage system, the problem of power distribution needs to be considered in the hybrid energy storage system consisting of a storage battery and a super capacitor. And according to respective advantages of the super capacitor and the storage battery, low-pass filtering is adopted to smooth the power of the hybrid energy storage system. For a traditional hybrid energy storage power distribution control strategy, when regenerative braking energy is recovered, power fluctuation can be divided into a high-frequency component and a low-frequency component through a low-pass filter, and the high-frequency component and the low-frequency component are borne by a super capacitor and a storage battery respectively. The low-frequency power instruction responsible for the storage battery is as follows:
t is the filter time constant in the filter, P HESS Is the power fluctuation value. P HESS The remaining high-frequency power is borne by the super capacitor, and the instruction is as follows:
the block diagram of the control strategy of the low-pass filtering power distribution algorithm is shown in fig. 4 (a).
When T is larger, the cut-off frequency of the low-pass filter is smaller, the passband range is narrower, the power distributed to the storage battery through the filter is smaller, and the power born by the super capacitor is larger; conversely, the smaller T, the greater the power allocated to the battery, and the smaller the allocated power of the supercapacitor. Therefore, by setting the appropriate T, the energy management optimization of the energy storage unit can be achieved, as shown in fig. 4 (b). The SOC of the storage battery and the super capacitor is comprehensively considered, dynamic adjustment of a time constant is achieved, and the self-adaptability is achieved.
When the energy storage unit is in a charging state. Firstly, judging whether the SOC is low or not, if the SOC of the super capacitor is small, increasing T at the moment, and enabling delta T to be positive; and a large SOC weight should be selected as the adjustment ratio to increase the adjustment speed, and if the battery should be charged more, T should be decreased and Δ T should be negative.
When the two energy storage units are discharged, the high SOC should be discharged more, and if the SOC of the super capacitor is high, the delta T is positive; when the battery is high, Δ T is negative. The adjustment ratio is weighted by the large SOC.
Fig. 5 shows a hybrid energy storage system internal coordination control strategy. In order to achieve the purpose of limiting the power of the storage battery, the output value of the storage battery should be the minimum value of the rated discharge power value and the target power value. As shown in formula (9):
P bat (k)＝min{P' bat (k),P cmax_bat } (9)
after the battery has assumed part of the power, the remaining power is assumed by the supercapacitor. Similarly, the discharge power of the super capacitor should be the minimum value of the rated discharge power and the residual power of the super capacitor, as shown in equation (10):
P SC (k)＝min{|P ESref (k)-P bat (k)|,P cmax_SC } (10)
the charging and discharging depth of the storage battery has great influence on the cycle life of the storage battery, and the service life of the storage battery is shortened due to the increase of the charging and discharging depth, so that the principle of 'shallow charging and shallow discharging' of the storage battery is attached to the greatest extent during charging and discharging control. The energy management control strategy based on the amplitude limiting power dynamic adjustment of the SOC value is provided by the idea of deviating from the SOC value of the storage battery by 50%. When the SOC value of the storage battery is close to 50% and is in the optimal working area of the storage battery, the output value born by the storage battery is the rated power of the maximum amplitude value of the storage battery, and the rest power is born by the super capacitor; when the SOC value of the storage battery deviates from 50% and is in a charging and discharging warning area, the amplitude limiting power born by the storage battery is reduced, and the rest power is born by the super capacitor.
1) Charging power of accumulator
At this time P ESref (k)<0,P’ bat (k)<0,P cmax_bat <0, clipping should take a larger value. The charging power is as follows:
when the SOC is bat The more the deviation is 50%, the smaller the value of λ, and the smaller the output value borne by the battery.
2) Super capacitor charging power
At this time P ESref (k)<0,P bat (k)<0,P cmax_bat <0, clipping should take a larger value. When the storage battery only bears partial power, the charging power of the super capacitor is as follows:
P SC (k)＝max{P ESref (k)-P bat (k),P cmax_SC } (13)
3) Discharge power of accumulator
At this time P ESref (k)>0,P’ bat (k)>0,P dmax_bat >0, clipping should take a larger value. The discharge power is as follows:
4) Charging power of super capacitor
At this time P ESref (k)>0,P bat (k)>0,P dmax_bat >0, clipping should take a larger value. When the storage battery only bears partial power, the discharge power of the super capacitor is as follows:
P SC (k)＝min{P ESref (k)-P bat (k),P dmax_SC } (15)
step three: constructing an RPC system based on virtual inertia control and a hybrid energy storage system based on VDCM control:
fig. 6 shows a RPC control block diagram of the virtual inertia element. Equation (14) is a synchronous machine mechanical equation that is modeled to generate the synchronous angular frequency ω of the control system from the desired active power thereby replacing the conventional voltage phase-locked loop and implementing RPC control in the form of a power phase-locked loop.
Where ω is the angular velocity of the DC motor, ω N Rated angular velocity for DC motor, J rotational inertia, T m 、T e Respectively mechanical and electromagnetic torque.
E＝C T Φω (19)
In the formula C T And phi is the torque coefficient of the direct current motor, and phi is the magnetic flux of each pole of the direct current motor.
Fig. 7 shows a VDCM control block diagram for the energy storage system. The desired power P is taken as the mechanical power P m Output power as electromagnetic power P e . Simulating inertia and damping characteristics of the direct current motor according to a mechanical rotation equation (17) and armature circuit electromotive force balance equations (18) and (19), and obtaining an armature current I bat_ref And duty ratio is obtained through the current inner ring, and finally, a control signal of the switching tube is obtained through PWM modulation. When the power output of the traction load fluctuates, the energy storage converter adopting the VDCM control strategy can rapidly adjust the angular velocity omega and then adjust the armature electromotive force.
Step four: simulation verification
And carrying out simulation verification on the correctness of the conclusion based on the MATLAB/Simulink platform.
Fig. 8 is a comparison diagram of the control effect of the energy storage type RPC under the virtual motor control system. Fig. 8 (a) compares the energy storage converter VDCM with the conventional PI control, which provides inertial damping support, enabling a 30% reduction in output power regulation time, with flexible variation in response regulation.
FIG. 8 (b) shows the comparison of the RPC results of the virtual inertia link control and the traditional control, and it can be seen that under 0.5s load sudden change, the RPC output frequency fluctuation under the traditional control lasts for a long time and deviates from the normal frequency by as much as-1.5 Hz, while the RPC under the virtual inertia addition has the output frequency always stabilized at 50Hz and has better stability.
The above embodiments are only for illustrating the present invention and are not meant to be limiting, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, so that all equivalent technical solutions also belong to the scope of the present invention, and the scope of the present invention should be defined by the claims. Those not described in detail in this specification are within the skill of the art.
Claims (6)
1. A virtual motor control method of a hybrid energy storage type railway power regulator is characterized by comprising the following steps:
establishing a universal current compensation strategy to realize the comprehensive compensation of negative sequence, reactive power and harmonic current;
the power of the smooth hybrid energy storage system is distributed in a segmented self-adaptive manner through a filtering time constant based on the charge state of the energy storage unit, the power fluctuation is divided into a high-frequency component and a low-frequency component which are respectively borne by a super capacitor and a battery, and the energy complementation of hybrid energy storage is realized;
adopting an internal coordination control strategy of a hybrid energy storage system for dynamically adjusting the amplitude limiting power, firstly bearing the amplitude limiting power on the battery, and then bearing the residual power by the super capacitor;
Aiming at the hybrid energy storage, a VDCM control is established to simulate the inertia and damping links of a direct current motor;
a virtual inertia control is established, a virtual inertia link is introduced on the basis of the original current compensation and direct current voltage stabilization control, a voltage phase-locked loop of a railway power regulator is replaced, and the frequency stability under the load fluctuation is realized.
2. The method for controlling the virtual motor of the hybrid energy-storage railway power regulator according to claim 1, wherein the current compensation strategy is specifically as follows:
active power compensation: setting an alpha arm as a light load side and a beta arm as a heavy load side, and transferring half of the difference value of two phases of current to the beta arm through a railway power regulator to enable the two phases of active current components to be consistent;
the compensated phase A and phase B currents are shown in formulas (1) and (2):
reactive current compensation: through active current compensation, the amplitudes of the currents of the A phase and the B phase are equal, the reactive current leading the A phase and the B phase by 90 degrees is respectively compensated, and the reactive current amplitude for compensation in the formula (3) is as follows:
I Aactive ＝I Breactive ＝I' A tan30° (3)
harmonic current compensation: the compensation current which is equal to the harmonic current of the locomotive load in magnitude and opposite in phase is generated through a railway power regulator, so that the harmonic current generated by the locomotive load is offset, and the formula (4) shows that:
In the formula I Lh 、I Rh H-order harmonic current effective value for the left and right power supply arms; phi is a unit of Lh 、φ Rh Respectively for the h-order harmonic current phase of the left and right power supply arms.
3. The method for controlling the virtual motor of the hybrid energy-storage railway power regulator according to claim 1, wherein the step of dividing the power fluctuation into a high-frequency component and a low-frequency component specifically comprises the following steps:
the low frequency power command for which the battery is responsible is:
t is the filter time constant in the filter, P HESS Is a power fluctuation value;
P HESS the remaining high-frequency power is borne by the super capacitor, and the instruction is as follows:
when the energy storage unit is in a charging state, firstly, judging whether the SOC is low or not, if the SOC of the super capacitor is small, increasing T, and enabling delta T to be positive; if the battery should be charged more, decreasing T, then Δ T is negative;
when the two energy storage units discharge, if the SOC of the super capacitor is high, the delta T is positive; if the battery is high, Δ T is negative; taking the large SOC weight as an adjustment ratio;
4. the method for controlling the virtual motor of the hybrid energy storage type railway power regulator according to claim 1, wherein the internal coordination control strategy of the hybrid energy storage system is specifically as follows:
the output value of the battery is the minimum value of the rated discharge power value and the target power value; as shown in equation (9):
P bat (k)＝min{P’ bat (k),P cmax_bat } (9)
The discharge power of the super capacitor is the minimum value of the rated discharge power and the residual power of the super capacitor, and the formula (10) shows that:
P SC (k)＝min{|P ESref (k)-P bat (k)|,P cmax_SC } (10)。
5. the method for controlling the virtual motor of the hybrid energy storage type railway power regulator as claimed in claim 1, wherein the VDCM control specifically comprises:
formula (16) is a mechanical equation of the synchronous motor, the synchronous angular frequency omega of the control system is generated through expected active power, a traditional voltage phase-locked loop is replaced, and RPC control is realized in a power phase-locked loop mode;
in the formula, omega is the angular speed of the DC motor, omega N Rated angular velocity for DC motor, J rotational inertia, T m 、T e Respectively mechanical and electromagnetic torque;
E＝C T Φω (19)
in the formula C T And phi is the torque coefficient of the direct current motor, and phi is the magnetic flux of each pole of the direct current motor.
6. The virtual motor control method of the hybrid energy storage type railway power regulator according to claim 5, wherein the virtual inertia control is specifically:
taking the desired power P as the mechanical power P m Output power as electromagnetic power P e ；
The armature current I obtained by simulating the inertia and damping characteristics of the DC motor according to the equations (17), (18) and (19) bat_ref Obtaining the duty ratio through the current inner loop;
and obtaining a control signal of the switching tube through PWM modulation.
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| CN116683519B (en) * | 2023-05-30 | 2024-02-13 | 西南交通大学 | Optimized operation control method for flexible traction power supply system |
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