CN210669541U - Regenerative braking energy feedback system for high-speed railway - Google Patents
Regenerative braking energy feedback system for high-speed railway Download PDFInfo
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- CN210669541U CN210669541U CN201921785824.9U CN201921785824U CN210669541U CN 210669541 U CN210669541 U CN 210669541U CN 201921785824 U CN201921785824 U CN 201921785824U CN 210669541 U CN210669541 U CN 210669541U
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Abstract
The utility model discloses a high-speed railway regenerative braking energy feedback system, the system architecture is: the left power supply arm of the V/x wiring traction transformer T is connected to the left multi-winding step-down transformer T1Primary of (T)1The n secondary windings are respectively connected to the input ends of the left n four-quadrant converters, and the positive and negative output ends are respectively connected in parallel and then connected to a positive and negative direct current bus D1And D2(ii) a The right side is similar thereto; the positive and negative input ends of the three-phase grid-connected inverter N and the two ends of the supporting capacitor C are respectively connected to the input ends D1And D2(ii) a Of NThe output end is connected to a grid-connected boosting transformer T through an LCL filter F3Primary of (T)3Is connected to the incoming line end of a 10kV distribution network. The beneficial effects of the utility model reside in that, effectively utilize the regenerative braking energy that high-speed railway train produced in braking process, realize dynamic energy repayment according to regenerative braking operating mode and load power, for 10kV distribution network load provides the electric energy, improved the utilization ratio of regenerative energy, alleviateed 10kV distribution network pressure.
Description
Technical Field
The utility model relates to a pull the power supply system field, especially a high-speed railway renewable energy feedback system.
Background
The high-speed railway has the advantages of high speed, large transportation capacity, good safety and the like, and is rapidly developed in recent years. In the braking process of the high-speed motor train unit, a regenerative braking mode is preferentially adopted, namely the working mode of the motor is changed from a traction power consumption mode to a braking power generation mode, and the kinetic energy of the motor train unit is converted into electric energy to realize the braking of the motor train unit. The regenerative braking mode has small mechanical abrasion and more stable braking, and is particularly suitable for non-emergency braking. This braking mode generates electric energy (regenerative energy). Currently, the better treatment mode of the part of regenerated energy is as follows: (1) the motor train unit is used by another motor train unit on the same power supply arm of the traction system under the traction working condition (non-regenerative working condition), but the probability that the motor train unit just with another motor train unit on the same power supply arm under the traction working condition is not high, and the utilization rate of the motor train unit needs to be improved. (2) Is dissipated by the braking resistor in the form of heat energy; this approach wastes energy, causes the vehicle body to heat, and reduces ride comfort. (3) The high-voltage power system is directly returned through the traction transformer, but the three phases of the power system are unbalanced, harmonic current is generated, and the quality of electric energy is reduced. (4) The method for recovering regenerative braking energy in a feedback type is that a single-phase rectifier and a three-phase inverter are connected to each power supply arm, and the regenerative braking energy on each power supply arm is subjected to single-phase rectification and three-phase inversion and then fed back to three phases of a power distribution network with other voltage classes (10kV and 35kV), so that the problem of unbalanced three phases of feedback electric energy is solved. However, the adjacent power supply arms cannot circulate energy, each power supply arm needs a set of single-phase rectifier and three-phase inverter, the structure and control are complex, the cost is high, and the elimination of three-phase imbalance and harmonic waves caused by locomotive loads in a high-voltage power system at the high-voltage side of the traction transformer is not facilitated.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a high-speed railway regenerative braking energy feedback system, this system is high to high-speed railway train regenerative braking energy's utilization ratio, simple structure, control are easy, and are with low costs, and the high voltage electric power system who is favorable to traction transformer high pressure side is by the unbalanced three-phase and the elimination of harmonic that the locomotive load caused to the utilization ratio to high-speed railway train regenerative braking energy is high.
Realize the utility model discloses technical scheme that the purpose adopted as follows:
a regenerative braking energy feedback system for a high-speed railway,
the left power supply arm of the V/x wiring traction transformer T is connected to the left multi-winding step-down transformer T1Primary of (T)1The n secondary windings are respectively connected to the input ends of the left n four-quadrant converters; the positive output ends of the left n four-quadrant converters are connected in parallel and then connected to a positive direct-current bus D1The negative output end of the negative electrode is connected in parallel and then connected to a negative direct current bus D2(ii) a The right supply arm of the T is connected to a right multi-winding step-down transformer T2Primary of (T)2The n secondary windings are respectively connected to the input ends of the right n four-quadrant converters; the positive output ends of the n four-quadrant converters on the right side are connected in parallel and then connected to D1The negative output end is connected to D after being connected in parallel2(ii) a The positive input end and the negative input end of the three-phase grid-connected inverter N are respectively connected to D1And D2(ii) a Both ends of the supporting capacitor C are respectively connected to D1And D2(ii) a The output end of the N is connected to a grid-connected booster transformer T through an LCL filter F3Primary of (T)3Is connected to the incoming line end of a 10kV distribution network.
Compared with the prior art, the beneficial effects of the utility model reside in that:
(1) the regenerative braking energy on the two power supply arms is balanced through the four-quadrant converter, and after the regenerative braking energy is utilized by the motor train unit under the traction working condition, the residual regenerative energy is fed back to the inlet end of the 10kV power distribution network through the direct current bus according to the designed scheme, so that the utilization efficiency of the regenerative braking energy is improved;
(2) the two power supply arms share one set of feedback device, so that the structure is simple, the control is easy, and the cost is low;
(3) by designing a feedback scheme, accurate feedback according to load requirements is realized according to the regenerative power and the 10kV load power, and the impact on a 10kV power distribution network is small.
Drawings
FIG. 1 is a schematic diagram of a topological structure of a regenerative braking energy feedback system of a high-speed railway under a V/x wiring traction transformer;
FIG. 2 is a control schematic diagram of a regenerative braking energy feedback system of a high-speed railway;
FIG. 3 is a schematic diagram of system energy flow under four exemplary operating conditions.
Detailed Description
The following further describes the embodiments of the present invention with reference to the drawings.
FIG. 1 is a schematic diagram of a high-speed railway regenerative braking energy feedback system topology structure under a V/x limit traction transformer.
The feedback device comprises: the system comprises a multiple four-quadrant converter (B), a three-phase grid-connected inverter (N) and an LCL filter (F), wherein each part is installed by adopting a container. The multiple four-quadrant converters (B) are connected in parallel by adopting a plurality of groups of four-quadrant converters, so that the output power is improved; the three-phase grid-connected inverter (N) takes 10kV distribution network voltage as a standard, converts input end direct current into output end three-phase alternating current, and realizes direct current unit power factor inversion; the LCL filter (F) is positioned between the three-phase grid-connected inverter (N) and the grid-connected booster transformer (T)3) And harmonic waves of the output current of the three-phase grid-connected inverter (N) are filtered.
The specific connection mode of the system is as follows:
the left supply arm of the V/x connection traction transformer (T) is connected to a left multi-winding step-down transformer (T)1) Primary, left-side multi-winding step-down transformer (T)1) And the secondary winding of the left side multi-four-quadrant converter (B) and the corresponding left side four-quadrant converter (B)i) The input ends of the two are connected; all ofThe positive output end of the left four-quadrant converter (B) is connected in parallel and then is connected with a positive direct current bus (D)1) All the negative output ends of the left four-quadrant converter (B) are connected in parallel and then are connected with a negative direct current bus (D)2) Connecting;
the right supply arm of the V/x connection traction transformer (T) is connected to the right multi-winding step-down transformer (T)2) Primary, right-hand multi-winding step-down transformer (T)2) And the secondary winding of the right side multi-four-quadrant converter (B) and the corresponding right side four-quadrant converter (B)i) The input ends of the two are connected; all the positive output ends of the four-quadrant converter on the right side (B) are connected in parallel and then are connected with a positive direct-current bus (D)1) All the negative output ends of the (B) four-quadrant converters on the right side are connected in parallel and then are connected with a negative direct current bus (D)2) Connecting;
positive DC bus (D)1) And a negative electrode DC bus (D)2) Respectively connected with the positive input end and the negative input end of the three-phase grid-connected inverter (N), and a positive direct current bus (D)1) And a negative electrode DC bus (D)2) A supporting capacitor (C) is connected between the two capacitors; the output end of the three-phase grid-connected inverter (N) passes through the LCL filter (F) and the grid-connected boosting transformer (T)3) Is connected to the primary side of a step-up transformer (T)3) Is connected with the incoming line end of a 10kV power distribution network.
The control block diagram of the control method of the regenerative braking energy feedback system of the high-speed railway is shown in fig. 2.
a. The method comprises collecting instantaneous electric quantity required by control method, calculating or transforming,
the instantaneous electric quantity to be collected comprises: the voltage and the current of the left power supply arm and the right power supply arm, the voltage and the current of a 10kV power distribution network outlet terminal, the voltage of a grid-connected step-up transformer inlet terminal and the LCL filter capacitance current;
the calculation processing includes: calculating instantaneous voltage and current of the left power supply arm and the right power supply arm to obtain power P of the left power supply armLPower P of right power supply armRFurther, the power sum P of the left and right power supply arms is obtained, and P is equal to PL+PRCalculating the voltage and current of the outlet end of the 10kV power distribution network to obtain the 10kV load power PLOAD；
The transformation process includes: the voltage of the inlet end of the grid-connected step-up transformer is converted by an abc-dq0 coordinate system to obtain a d-axis voltage component u of the voltage of the inlet end of the grid-connected step-up transformer under a dq0 coordinate systemdQ-axis voltage component uq(ii) a The output side current of the three-phase grid-connected inverter is converted by an abc/dq0 coordinate system to obtain a d-axis current component i of the output side current of the three-phase grid-connected inverter in a dq0 coordinate systemdQ-axis current component iq(ii) a The LCL filter capacitance current is transformed by an abc-dq0 coordinate system to obtain a d-axis voltage component i of the LCL filter capacitance current in a dq0 coordinate systemcdQ-axis voltage component icq；
b. Determining the system operation condition to obtain the reference feedback power under the operation condition,
determining the required reference quantity of the system operation condition comprises the following steps: sum of power of left and right power supply arms P, and instantaneous power of 10kV load PLOADAnd maximum feedback power PFMIn which P isFMThe method is given according to the actual situation of equipment installation.
The system is provided with four typical working conditions, and each typical working condition and the reference feedback power thereof comprise:
1) typical operating conditions 1: the total power P of the two power supply arm locomotives after power balance>0, no regenerative braking energy is left, so that the power required by the 10kV load is provided by the 10kV power distribution network, and the reference feedback power PFThe energy flow diagram in the working condition is shown in fig. 3 (a);
2) typical operating conditions 2: the total power P of the two power supply arm locomotives after power balance<0, the regenerative braking energy is remained, and the 10kV load power is in the maximum feedback power range, namely PLOAD<PFMAnd the residual regenerative braking power meets the requirement of 10kV load total power, namely PLOAD<P (or 10kV load power is out of the maximum feedback power range, namely PLOAD>PFMAnd the residual regenerative braking power does not meet the maximum feedback power requirement, i.e. -P<PFM) Therefore, the power required by the 10kV load can be provided by the feedback device, and the reference feedback power PF＝PLOADThe energy flow diagram in this case is shown in FIG. 3(b)；
3) Typical operating conditions 3: the total power P of the two power supply arm locomotives after power balance<0, the regenerative braking energy is remained, and the 10kV load power is in the maximum feedback power range, namely PLOAD<PFMAnd the residual regenerative braking power meets the power requirement of 10kV load part, namely PLOAD>-P, so that the power required by the 10kV load is partly provided by the feedback means, the reference feedback power PF-P, the energy flow diagram for this condition is shown in fig. 3 (c);
4) typical operating conditions 4: the total power P of the two power supply arm locomotives after power balance<0, the regenerative braking energy is remained, and the 10kV load power is out of the maximum feedback power range, namely PLOAD>PFMAnd the residual regenerative braking power meets the maximum feedback power requirement, namely-P>PFMTherefore, the power required by the 10kV load is partially provided by the feedback device, and the reference feedback power PF＝PFMThe energy flow diagram in this condition is shown in FIG. 3 (d);
c. calculating a d-axis current reference value component i of a three-phase grid-connected inverter output side current reference value in dq0 coordinate systemd *And q-axis current reference value component iq *The specific process is as follows,
calculating the required reference amounts includes: reference feedback power PFD-axis voltage component u of voltage at inlet wire end of grid-connected boosting transformer in dq0 coordinate systemdAnd q-axis voltage component uqD-axis voltage component i of LCL filter capacitance current under dq0 coordinate systemcdAnd q-axis voltage component icq；
As shown in "reference current calculation" in fig. 2, the calculating step includes:
before introducing capacitance current feedforward, calculating a d-axis current reference value component i of a current reference value on the output side of the three-phase grid-connected inverter in a dq0 coordinate systemd *’And q-axis current reference value component iq *’，
After capacitance current feedforward is introduced, calculating a d-axis current reference value component i of a current reference value on the output side of the three-phase grid-connected inverter in a dq0 coordinate systemd *And q-axis current reference value component iq *，
d. Calculating a d-axis modulation signal component U of a modulation signal of the three-phase grid-connected inverter in a dq0 coordinate systemdWith q-axis modulated signal component UqThe specific process is as follows;
calculating the required reference amounts includes: d-axis current reference value component i of output side current reference value of three-phase grid-connected inverter in dq0 coordinate systemd *And q-axis current reference value component iq *D-axis current component i of output side current of three-phase grid-connected inverter in dq0 coordinate systemdAnd q-axis current component iq；
As shown in fig. 2 as a "current loop", the calculating step includes:
d-axis current reference value component i of output side current reference value of three-phase grid-connected inverter in dq0 coordinate systemd *D-axis current component i in dq0 coordinate system with output side current of three-phase grid-connected inverterdSubtracting to obtain a d-axis component difference value;
enabling a q-axis current reference value component i of a three-phase grid-connected inverter output side current reference value under a dq0 coordinate systemq *Q-axis current component i in dq0 coordinate system with output side current of three-phase grid-connected inverterqSubtracting to obtain a q-axis component difference value;
taking the d-axis component difference value and the q-axis component difference value as the input of a PI regulator, and modulating the input by the PI regulator to obtain a three-phase parallelD-axis modulation signal component U of grid inverter modulation signal in dq0 coordinate systemdWith q-axis modulated signal component Uq；
e. The space vector pulse width modulation technology is adopted to generate a switching signal, so that the three-phase grid-connected inverter is controlled to generate and reference feedback power PFThe corresponding output current is obtained by the specific process,
as shown in "pulse wave generation" in fig. 2, the calculating step includes:
d-axis modulation signal component U of the three-phase grid-connected inverter modulation signal under the dq0 coordinate system through dq0/αβ 0 coordinate transformationdWith q-axis modulated signal component UqConverting to obtain α axis modulation signal component U of modulation signal of the three-phase grid-connected inverter in αβ 0 coordinate systemαAnd β axis modulated signal component Uβ；
α axis modulation signal component U of three-phase grid-connected inverter modulation signal in αβ 0 coordinate systemαAnd β axis modulated signal component UβAnd performing space vector pulse width modulation to obtain 6 paths of switching signals of the three-phase grid-connected inverter, and further controlling the three-phase grid-connected inverter to generate corresponding output current.
Claims (1)
1. A regenerative braking energy feedback system for high-speed railway is characterized in that,
the left power supply arm of the V/x wiring traction transformer T is connected to the left multi-winding step-down transformer T1Primary of (T)1The n secondary windings are respectively connected to the input ends of the left n four-quadrant converters; the positive output ends of the left n four-quadrant converters are connected in parallel and then connected to a positive direct-current bus D1The negative output end of the negative electrode is connected in parallel and then connected to a negative direct current bus D2；
The right supply arm of the T is connected to a right multi-winding step-down transformer T2Primary of (T)2The n secondary windings are respectively connected to the input ends of the right n four-quadrant converters; the positive output ends of the n four-quadrant converters on the right side are connected in parallel and then connected to D1The negative output end is connected to D after being connected in parallel2；
Positive pole of three-phase grid-connected inverter NThe input terminal and the negative input terminal are respectively connected to D1And D2(ii) a Both ends of the supporting capacitor C are respectively connected to D1And D2(ii) a The output end of the N is connected to a grid-connected booster transformer T through an LCL filter F3Primary of (T)3Is connected to the incoming line end of a 10kV distribution network.
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| CN201921785824.9U CN210669541U (en) | 2019-10-23 | 2019-10-23 | Regenerative braking energy feedback system for high-speed railway |
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| CN201921785824.9U CN210669541U (en) | 2019-10-23 | 2019-10-23 | Regenerative braking energy feedback system for high-speed railway |
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Granted publication date: 20200602 Termination date: 20211023 |