WO2019128739A1 - 用于轨道交通的直流牵引供电***及其控制方法 - Google Patents
用于轨道交通的直流牵引供电***及其控制方法 Download PDFInfo
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- WO2019128739A1 WO2019128739A1 PCT/CN2018/121213 CN2018121213W WO2019128739A1 WO 2019128739 A1 WO2019128739 A1 WO 2019128739A1 CN 2018121213 W CN2018121213 W CN 2018121213W WO 2019128739 A1 WO2019128739 A1 WO 2019128739A1
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- traction
- energy storage
- voltage
- train
- storage component
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present application relates to the field of rail transit power supply technology, and in particular to a DC traction power supply system for rail transit and a control method for a DC traction power supply system for rail transit.
- the 750V/1500V DC contact network is generally used to supply power to the track.
- the resistor In the brake feedback phase, the resistor is generally used for energy consumption, but it will cause great energy waste; or an AC feedback device can be added to convert the energy into AC power to the AC grid during the braking phase, but due to the instability of the AC grid, The stability of the DC grid can be significantly affected during the feedback process.
- a hybrid traction power supply device that integrates uncontrolled rectification, grid feedback, and energy storage functions is also disclosed in the related art.
- the feedback energy storage hybrid power supply device can ensure the voltage stability of the direct contact network because the feedback branch and the energy storage branch work together, and the power supply device cannot meet the power supply requirement when any of the feedback converter or the energy storage branch fails. As a result, the voltage fluctuation of the DC contact network is large, and the power supply quality is lowered; and the topology of the topology system is complicated.
- an object of the present application is to propose a control method for a DC traction power supply system for rail transit to improve energy utilization.
- the second aspect of the present application proposes a DC traction power supply system for rail transit.
- the first aspect of the present application provides a control method for a DC traction power supply system for rail transit, where the DC traction power supply system for rail transit includes a rectification source and an energy storage component, wherein The rectifying source is configured to provide a reference voltage of the DC traction net and provide traction energy to the train through the DC traction net, and the energy storage component is configured to absorb feedback of the train brake through the DC traction net Energy, and releasing energy to the DC traction net when the train is towed, the control method comprising the steps of: acquiring a current operating condition of the train, and acquiring a reference voltage of the DC traction network, the DC traction network Voltage and output power of the rectified source; if the train is currently in a traction state, controlling the energy storage component according to the reference voltage, the voltage of the DC traction net, and the output power of the rectification source The DC traction net releases energy to support the traction voltage provided by the DC traction network to the train; if the train is currently
- the control method of the DC traction power supply system for rail transit can fully utilize the train feedback braking energy when controlling the DC traction power supply system for rail transit including the energy storage component and the rectification source
- the energy utilization rate is improved, and the communication between the train and the power supply system is not required, and the reliability of the power supply system is improved.
- the second aspect of the present application provides a DC traction power supply system for rail transit, comprising: a rectification source, an AC end of the rectification source is connected to an AC power grid, and a DC end of the rectification source Connected to a DC traction network, the rectification source is configured to rectify an alternating current provided by the alternating current grid to provide a reference voltage of the direct current traction network and provide traction energy to the train through the direct current traction network; an energy storage component, The energy storage component is coupled to the DC traction net, and the energy storage component is configured to absorb feedback energy of the train brake through the DC traction net to suppress an increase in voltage of the DC traction network, and The train releases energy to the DC traction net to support a traction voltage provided by the DC traction network to the train; wherein the energy storage component is provided with a control unit, and the control unit is configured to execute The control method of the above embodiment controls charging and discharging of the energy storage component.
- the DC traction power supply system for rail transit in the embodiment of the present application can fully utilize the train feedback braking energy, improve the energy utilization rate, and does not need to rely on the communication between the train and the power supply system, thereby improving the reliability of the power supply system power supply.
- FIG. 1 is a block diagram showing the structure of a DC traction power supply system for rail transit according to an embodiment of the present application
- FIG. 2 is a structural block diagram of a DC traction power supply system for rail transit according to an example of the present application
- FIG. 3 is a structural block diagram of a DC traction power supply system for rail transit according to another example of the present application.
- FIG. 4 is a flow chart of a control method of a DC traction power supply system for rail transit according to an embodiment of the present application
- FIG. 5 is a flow chart of a control method of a DC traction power supply system for rail transit according to an embodiment of the present application.
- the power supply system 100 includes a rectification source 10 and an energy storage component 20 .
- the alternating current end of the rectifying source 10 is connected to the alternating current grid, the direct current end of the rectifying source 10 is connected to the direct current traction net, and the rectifying source 10 is used for rectifying the alternating current provided by the alternating current grid to provide a reference voltage of the direct current traction net and pass the direct current.
- the traction network provides traction energy to the train.
- the reference voltage may be that when the train is not running, the control unit provided in the energy storage component 20 obtains the voltage of the sampled DC traction network, or may be preset according to the configuration of the power supply system.
- the energy storage component 20 is connected to the DC traction network, and the energy storage component 20 is configured to absorb the feedback energy of the train brake through the DC traction network to suppress the voltage rise of the DC traction network, and release energy to the DC traction network to support when the train is towed.
- the traction voltage provided by the DC traction network to the train;
- the rectification source 10 can be an uncontrolled rectified power supply whose output voltage is determined only by the voltage of the DC traction network.
- the energy storage component 20 communicates with the rectification source 10 through a communication line, such as a CAN (Cantroller Area Network) bus, to implement information exchange between the two.
- a communication line such as a CAN (Cantroller Area Network) bus
- the energy storage component 20 includes a plurality of energy storage modules 21 and a plurality of DC/DC conversion modules 22.
- one of the plurality of DC/DC conversion modules 22 operates in a constant voltage mode, and the remaining DC/DC conversion modules 22 operate in a constant current mode.
- the plurality of energy storage modules 21 can be one of a rechargeable battery such as a lithium battery, a vanadium battery, or a lead acid battery.
- the output end of the energy storage module 21 is connected to the input end of the DC/DC conversion module 22, and the output end of the DC/DC conversion module 22 is connected to the DC traction network to pass the DC traction.
- the net absorbs the feedback energy of the train brake, thereby suppressing the voltage rise of the DC traction net, and releasing energy to the DC traction net during the traction of the train to support the traction voltage supplied by the DC traction net to the train.
- the energy storage modules 21 are four, which are respectively recorded as the first energy storage module 211 to the fourth energy storage module 214, and the DC/DC conversion module 22 is four, which are respectively recorded as A DC/DC conversion module 221 to a fourth DC/DC conversion module 224, and four energy storage modules 21 are disposed in one-to-one correspondence with the four DC/DC conversion modules 22.
- each of the storage modules 21 is connected in series with a corresponding DC/DC conversion module 22, and the first DC terminal a1 of the first DC/DC conversion module 221 and the first DC/DC conversion module 222 are directly connected.
- the flow end a1 is connected to the positive pole of the DC traction network
- the second DC end a2 of the first DC/DC conversion module 221 is connected to the second DC end a2 of the second DC/DC conversion module 222, and is respectively connected to the The first DC terminal a1 of the three DC/DC conversion module 223 and the first DC terminal a1 of the fourth DC/DC conversion module 224, and the second DC terminal a2 and the fourth DC/DC of the third DC/DC conversion module
- the second DC terminal a2 of the conversion module is connected and connected to the negative pole of the DC traction network.
- the first DC/DC conversion module 221 operates in a constant voltage mode
- the second DC/DC conversion module 222, the third DC/DC conversion module 223, and the fourth DC/DC conversion module 224
- each energy storage module 21 is provided corresponding to two DC/DC conversion modules 22.
- the first DC terminal a1 of the first DC/DC conversion module 221 is connected to the first DC terminal a1 of the second DC/DC conversion module 222, and is connected to the positive pole of the DC traction network
- the first DC/ The second DC terminal a2 of the DC conversion module 221 is connected to the second DC terminal a2 of the second DC/DC conversion module 222, and is respectively connected to the first DC terminal a1 and the fourth DC of the third DC/DC conversion module 223.
- the first DC terminal a1 of the /DC conversion module 224, the second DC terminal a2 of the third DC/DC converter module is connected to the second DC terminal a2 of the fourth DC/DC converter module, and is connected to the cathode of the DC traction network.
- the third DC terminal a3 of the first DC/DC conversion module 221 is connected to the third DC terminal a3 of the second DC/DC conversion module 222, and is connected to the first end b1 of the first energy storage module 211, the first DC.
- the fourth DC terminal a4 of the /DC conversion module 221 is connected to the fourth DC terminal a4 of the second DC/DC conversion module 222, and is connected to the second terminal b2 of the first energy storage module 211, and the third DC/DC conversion module
- the third DC terminal a3 of the 223 is connected to the third DC terminal a3 of the fourth DC/DC conversion module 224, and is connected to the first end b1 of the second energy storage module 222, and the third DC/DC conversion module 22
- the fourth DC terminal a4 of the third DC/DC converter module 224 is connected to the fourth DC terminal a4 of the fourth DC/DC converter module 224 and is connected to the second terminal b2 of the second energy storage module 222.
- the number of energy storage modules in the energy storage component 20, that is, the M value may be configured according to the capacity requirement of the train. For example, if the total braking power of the train is P, the M value can be configured in consideration of the overload factor such that the total power of the energy storage assembly 20 is greater than or equal to 2P.
- the DC traction power supply system for rail transit in the embodiment of the present application adopts a DC/DC series-parallel topology to reduce the withstand voltage of a single switch tube, reduce the risk of damage of the switch tube, and through a modular structure, even a single module is abnormal.
- the other modules can still operate normally, and the output power of the rectified source can be monitored in real time through the communication line, and the number of energy storage modules (such as batteries) working in the energy storage component can be controlled, which is conducive to saving energy.
- control unit provided in the energy storage component 20 can be used to perform the following control method:
- control method includes the following steps:
- the output power of the rectifying source can be sent to the control unit in the energy storage component through a communication line between the rectifying source and the energy storage component.
- the reference voltage of the DC traction network provided by the rectification source may be the voltage of the DC traction network when the train is not running.
- the voltage of the DC traction network can be obtained by a voltage sampling module.
- the control unit provided in the energy storage component acquires the voltage of the sampled DC traction network, that is, the reference voltage; when the train is in the traction state, the control unit obtains the voltage of the DC traction network and the output of the rectifier source in real time. power.
- the energy storage component is controlled to a certain power according to the output power Pz of the rectified source (eg, m1*) Pz, m1 can be discharged in the range of 0.2 ⁇ m1 ⁇ 1), that is, the energy is released to the DC traction net to support the traction voltage supplied by the DC traction net to the train.
- a certain value such as n* reference voltage, n can be valued within the range of 1 ⁇ n ⁇ 1.3
- the energy storage component is controlled to stop discharging according to the output power Pz of the rectified source.
- control unit in the energy storage component can communicate with the rectification source through the communication line, and can control the DC/DC conversion module.
- the train is in a braking state.
- the first target charging power of the energy storage component is calculated by the following formula (1), and according to the first charging power. Control the storage of energy storage components:
- Pdcobj1 -k(Udc-Uhigh1), and Pdcobj ⁇ -Pstd (1)
- Pdcobj1 is the first target charging power
- k is constant and is straight
- Udc is the voltage of the DC traction network
- Uhigh1 is the first voltage threshold
- the first voltage threshold is greater than the reference voltage
- -Pstd is the charging rated power.
- k can be set according to the actual running state (such as the current speed). The larger the speed, the larger the k value can be set.
- the charging power of the control energy storage component gradually increases toward Pdcobj1. It can be understood that during the train braking process, the braking power increases at the beginning, the constant power braking is maintained after the maximum power is reached, and the DC voltage rises. When the train speed decreases to a certain value, the braking power begins to decrease until the train is completely completed. stop. During this process, when the charging power of the energy storage component is less than the braking power, the voltage of the DC traction network will rise; when the absorption power of the energy storage component (ie, the charging power) is greater than the braking power, the voltage of the DC traction network will decline.
- the output power Pz1 of the current rectification source and the charging power of the energy storage component - Pdc1 are recorded.
- calculating a second target charging power of the energy storage component by the following formula (2), and controlling the preset time of the energy storage component charging according to the second charging power:
- Pdcobj2 is the second target charging power of the energy storage component
- Plimt1 is the preset output power, and the value is small.
- the preset time is equal to the braking time of the train.
- the voltage of the DC traction network is less than the second voltage threshold, and when the output power of the rectifier source is greater than the preset output power, the charging power of the current energy storage component - Pdc2 is recorded, and passed Calculating a third target charging power of the energy storage component according to the following formula (3), and controlling charging of the energy storage component according to the charging power;
- Pdcobj3 is the third target charging power
- the second voltage threshold is greater than the reference voltage, and is less than the first voltage threshold
- Kp is a proportional coefficient
- Ki is an integral coefficient
- T is an adjustment period.
- the voltage of the DC traction network may be determined to be stable, and then the control is performed.
- the energy storage component exits the charging state.
- the preset charging power threshold and the preset difference may both be values close to 0, and may be set as needed.
- the rectifying source supplies power to the energy storage component for voltage regulation.
- the energy storage component absorbs the feedback energy of the train brake, due to the charging and discharging process of the energy storage module.
- energy loss will be further caused by secondary power loss and switching loss.
- the present application monitors the output power of the rectifying source in real time, and accurately controls the charging and discharging of the energy storage component, and absorbs energy as little as possible under the premise of effectively suppressing the voltage, so as to reduce the loss during the energy conversion process;
- the energy reduction can actively reduce the number of energy storage modules (such as batteries) working in the energy storage component, and further lower loss, that is, the charging and discharging power control accuracy of the energy storage component is high, which is conducive to saving energy.
- the reference voltage of the DC traction network is provided by the rectification source, the rectification source is converted into direct current by the diode rectification, and the reference voltage Udc_std of the DC traction network is under the initial condition that the train is not running. 1.414*Uac.
- the AC grid voltage Uac can be detected in real time to calculate the reference voltage of the current DC traction network.
- the train brakes the energy flows into the DC traction network, and the voltage Udc of the DC traction network rises.
- the first DC/DC conversion module operates in a constant voltage mode, that is, the low voltage terminal voltage of the first DC/DC conversion module (ie, the voltage between the a1 and a2 terminals of the first DC/DC conversion module in FIG. 3) is
- the output currents of the four DC/DC conversion modules are equal, that is, the second DC/DC conversion module, the third DC/DC conversion module, and the fourth DC/DC conversion module operate in a constant current mode, so that The heating conditions of each DC/DC converter module are equivalent, and the expected life is basically the same.
- the power supply system as a whole is embodied as a current source characteristic, and actively outputs or absorbs energy according to a target value of charge and discharge. Therefore, under the above two topologies (topologies shown in Fig. 2 and Fig. 3), how to accurately and quickly calculate the energy that the power supply system needs to absorb or release at each stage of the train operation, that is, the DC/DC constant current target value Idcobj becomes The energy storage component absorbs braking energy and supplements traction energy to stabilize the DC traction network voltage.
- Idcobj Pobj/UDC/DC (UDC/DC is the DC voltage of the DC/DC converter module, which is approximately equal to 0.5*Udc), thereby accurately and quickly calculating the energy storage components that need to be absorbed or released at each stage of the train operation. The energy problem translates into how to get the target power Pobj.
- the train braking condition is divided into three phases:
- Constant power braking section constant power deceleration braking when the train speed is fast
- Constant torque braking section After the train speed is reduced to a certain extent, the constant torque decelerates braking. At this time, the braking power is gradually reduced until the train stops completely.
- the power supply system judges the running condition of the train through the voltage of the DC traction network, that is, the stage of the braking condition.
- the power direction flowing into the DC traction network is - (ie, the energy storage component is charged), and the power direction flowing out of the DC traction network is + (ie, the energy storage component releases energy).
- the voltage of the DC traction network is continuously raised due to the one-way flow of the energy of the rectification source, which cannot absorb the energy flowing into the DC traction network.
- the voltage Udc rising speed of the DC traction net is positively correlated with the energy flowing into the DC traction net, that is, the greater the braking power change rate, the faster the Udc rising speed is. It can be understood that the DC voltage of the train starts to rise first, and at the same time, the voltage drop of the DC voltage of the power supply system is slightly smaller than the DC voltage of the train due to the voltage drop generated by the line impedance.
- the charging power is greater than or equal to the braking power, that is, the energy is changed from flowing into the DC traction network to flowing out of the DC traction network.
- the braking state is converted into a similar traction state, and the Udc can be turned from a rising to a falling.
- the magnitude of Udc reduction is inversely proportional to the output power Pz of the rectified original, that is, the larger the Pz, the lower the Udc.
- the charging power of the /DC converter module is greater than or equal to the braking power, and the excess power (Pr_DC-Pr_train) is provided by the rectifying source.
- the charging control strategy of the energy storage component can be obtained as follows:
- control unit in the energy storage component obtains the output power value Pz of the rectified source in real time through the communication line.
- Udc rises above the trigger charging limit Uhigh1 (ie, the first voltage threshold), ie, Udc>Uhigh1, the energy storage component enters a charging state.
- the train braking power remains basically stable and can begin to reduce the energy storage charging power.
- the closed-loop feedback control (such as PI proportional integral control) is used to re-adjust the output power Pz of the rectified source to Plimt1 to ensure that the charging power of the power supply system follows the change of the train braking power.
- the target charging power transfer function is available: Where Kp is the proportional coefficient, Ki is the integral coefficient, and T is the adjustment period. It is necessary to adjust the proportional coefficient Kp and the integral coefficient Ki value reasonably to ensure that the Udc does not oscillate during the braking power reduction phase.
- the control method of the DC traction power supply system for rail transit when the DC traction power supply system for rail transit of the above embodiment is controlled, the information interaction between the energy storage component and the rectification source is performed. It can make full use of train feedback braking energy, improve energy utilization, and does not need to rely on communication between train and power supply system, improve the reliability of power supply system power supply, and can fully utilize train feedback braking energy and effectively control DC
- the voltage fluctuation of the traction network improves the quality of the power supply.
- first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
- features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
- the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
- the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless otherwise explicitly stated and defined. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
- the specific meanings of the above terms in the present application can be understood on a case-by-case basis.
- the first feature "on” or “below” the second feature may be the direct contact of the first and second features, or the first and second features are indirectly through the intermediate medium, unless otherwise explicitly stated and defined. contact.
- the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
- the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.
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Abstract
Description
Claims (11)
- 一种用于轨道交通的直流牵引供电***的控制方法,其特征在于,所述用于轨道交通的直流牵引供电***包括整流源和储能组件,其中,所述整流源用于提供所述直流牵引网的基准电压并通过所述直流牵引网向列车提供牵引能量,所述储能组件用于通过所述直流牵引网吸收所述列车制动时的回馈能量,以及在所述列车牵引时向所述直流牵引网释放能量,所述控制方法包括以下步骤:获取列车的当前运行工况,并获取所述直流牵引网的基准电压、所述直流牵引网的电压和所述整流源的输出功率;如果所述列车当前处于牵引状态,则根据所述基准电压、所述直流牵引网的电压和所述整流源的输出功率控制所述储能组件向所述直流牵引网释放能量,以支撑所述直流牵引网向所述列车提供的牵引电压;如果所述列车当前处于制动状态,则根据所述基准电压、所述直流牵引网的电压和所述整流源的输出功率控制所述储能组件通过所述直流牵引网吸收所述列车制动时的回馈能量,以抑制所述直流牵引网电压的上升。
- 如权利要求1所述的用于轨道交通的直流牵引供电***的控制方法,其特征在于,所述根据所述基准电压、所述直流牵引网的电压和所述整流源的输出功率控制所述储能组件通过所述直流牵引网吸收所述列车制动时的回馈能量,包括:当所述直流牵引网的电压大于第一电压阈值时,通过如下公式计算所述储能组件的第一目标充电功率:Pdcobj1=-k(Udc-Uhigh1),且Pdcobj1≤-Pstd,其中,Pdcobj1为所述第一目标充电功率,k为常数,Udc为所述直流牵引网的电压,Uhigh1为所述第一电压阈值,-Pstd为充电额定功率,所述第一电压阈值大于所述基准电压;根据所述第一目标充电功率控制所述储能组件充电。
- 如权利要求2所述的用于轨道交通的直流牵引供电***的控制方法,其特征在于,所述根据所述基准电压、所述直流牵引网的电压和所述整流源的输出功率控制所述储能组件通过所述直流牵引网吸收所述列车制动时的回馈能量,还包括:当所述直流牵引网的电压由上升变为下降,且下降后的所述直流牵引网的电压小于所述基准电压时,记录当前所述整流源的输出功率Pz1和所述储能组件的充电功率-Pdc1,并通过如下公式计算所述储能组件的第二目标充电功率:Pdcobj2=-Pdc1+(Pz1-Plimt1),其中,Pdcobj2为所述第二目标充电功率,Plimt1为预设输出功率;根据所述第二目标充电功率控制所述储能组件充电预设时间。
- 如权利要求3所述的用于轨道交通的直流牵引供电***的控制方法,其特征在于,所述根据所述基准电压、所述直流牵引网的电压和所述整流源的输出功率控制所述储能组件通过所述直流牵引网吸收所述列车制动时的回馈能量,还包括:当所述储能组件充电预设时间后,所述直流牵引网的电压小于第二电压阈值,且所述整流源的输出功率大于所述预设输出功率时,记录当前所述储能组件的充电功率-Pdc2,并通过如下公式计算所述储能组件的第三目标充电功率:其中,Pdcobj3为所述第三目标充电功率,Kp为比例系数、Ki为积分系数、T为调节周期,其中,所述第二电压阈值大于所述基准电压且小于所述第一电压阈值;根据所述第三目标充电功率控制所述储能组件充电,其中,所述第二电压阈值小于所述基准电压;当所述储能组件的充电功率小于预设充电功率阈值,且所述直流牵引网的电压与所述基准电压之间的差值小于预设差值时,控制所述储能组件退出充电状态。
- 如权利要求3所述的用于轨道交通的直流牵引供电***的控制方法,其特征在于,所述预设时间与所述列车恒功率制动时间相等。
- 一种用于轨道交通的直流牵引供电***,其特征在于,包括:整流源,所述整流源的交流端连接到交流电网,所述整流源的直流端连接到直流牵引网,所述整流源用于对所述交流电网提供的交流电进行整流,以提供所述直流牵引网的基准电压并通过所述直流牵引网向列车提供牵引能量;储能组件,所述储能组件连接到所述直流牵引网,所述储能组件用于通过所述直流牵引网吸收所述列车制动时的回馈能量,以抑制所述直流牵引网的电压的上升,以及在所述列车牵引时向所述直流牵引网释放能量,以支撑所述直流牵引网向所述列车提供的牵引电压;其中,所述储能组件中设置有控制单元,所述控制单元用于执行如权利要求1-5中任一项所述的控制方法以对所述储能组件进行充放电控制。
- 如权利要求6所述的用于轨道交通的直流牵引供电***,其特征在于,所述储能组件包括多个储能模块和多个DC/DC变换模块。
- 如权利要求7所述的用于轨道交通的直流牵引供电***,其特征在于,所述储能组件包括四个储能模块和四个DC/DC变换模块,分别记为第一储能模块~第四储能模块、第一DC/DC变换模块~第四DC/DC变换模块,且所述四个储能模块与所述四个DC/DC变换模 块一一对应设置,其中,每个所述储能模块与对应的DC/DC变换模块串联连接,所述第一DC/DC变换模块的第一直流端与所述第二DC/DC变换模块的第一直流端相连,并连接到所述直流牵引网的正极,所述第一DC/DC变换模块的第二直流端与所述第二DC/DC变换模块的第二直流端相连,并分别连接到所述第三DC/DC变换模块的第一直流端和所述第四DC/DC变换模块的第一直流端,所述第三DC/DC变换模块的第二直流端与所述第四DC/DC变换模块的第二直流端相连,并连接到所述直流牵引网的负极。
- 如权利要求7所述的用于轨道交通的直流牵引供电***,其特征在于,所述储能组件包括两个储能模块和四个DC/DC变换模块,分别记为第一储能模块~第二储能模块、第一DC/DC变换模块~第四DC/DC变换模块,且每个储能模块对应两个DC/DC变换模块设置,其中,所述第一DC/DC变换模块的第一直流端与所述第二DC/DC变换模块的第一直流端相连,并连接到所述直流牵引网的正极,所述第一DC/DC变换模块的第二直流端与所述第二DC/DC变换模块的第二直流端相连,并分别连接到所述第三DC/DC变换模块的第一直流端和所述第四DC/DC变换模块的第一直流端,所述第三DC/DC变换模块的第二直流端与所述第四DC/DC变换模块的第二直流端相连,并连接到所述直流牵引网的负极,所述第一DC/DC变换模块的第三直流端与第二DC/DC变换模块的第三直流端相连,并连接到所述第一储能模块的第一端,所述第一DC/DC变换模块的第四直流端与所述第二DC/DC变换模块的第四直流端相连,并连接到所述第一储能模块的第二端,所述第三DC/DC变换模块的第三直流端与所述第四DC/DC变换模块的第三直流端相连,并连接到所述第二储能模块的第一端,所述第三DC/DC变换模块的第四直流端与所述第四DC/DC变换模块的第四直流端相连,并连接到第二储能模块的第二端。
- 如权利要求8或9所述的用于轨道交通的直流牵引供电***,其特征在于,四个所述DC/DC变换模块中的一个以恒压模式进行工作,剩余三个以恒流模式进行工作。
- 如权利要求6-10中任一项所述的用于轨道交通的直流牵引供电***,其特征在于,所述储能模块为锂电池、钒电池、铅酸电池中的一种。
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