阅读说明：本技术 制动能量回收和应急牵引储能系统、供电系统及控制方法 (Braking energy recovery and emergency traction energy storage system, power supply system and control method ) 是由 王通 张亚伟 杨阳 于 2020-06-12 设计创作，主要内容包括：本发明涉及一种制动能量回收和应急牵引储能系统、供电系统及控制方法,所述储能系统包括：变流单元,包括第一变流单元和第二变流单元,所述第一变流单元和第二变流单元均设有与高压电源的HV接口连接的直流输出接口；电池模组,通过第一开关K1与第一变流单元连接；电容模组,通过第二开关K2与第二变流单元连接。本发明能够实现轨道交通车辆制动能量的就近、及时、高效回收利用,同时实现车辆应急自牵引,保证车辆的应急辅助供电,进而通过混合能量管理,实现制动能量回收和应急牵引的优化控制。(The invention relates to a braking energy recovery and emergency traction energy storage system, a power supply system and a control method, wherein the energy storage system comprises: the converter unit comprises a first converter unit and a second converter unit, and the first converter unit and the second converter unit are both provided with a direct current output interface connected with an HV interface of the high-voltage power supply; the battery module is connected with the first current transformation unit through a first switch K1; and the capacitor module is connected with the second current transformation unit through a second switch K2. The invention can realize the nearby, timely and efficient recycling of the braking energy of the rail transit vehicle, realize the emergency self-traction of the vehicle, ensure the emergency auxiliary power supply of the vehicle, and further realize the optimal control of the braking energy recycling and the emergency traction through the hybrid energy management.)

1. A braking energy recovery and emergency traction energy storage system, comprising:

the converter unit comprises a first converter unit and a second converter unit, and the first converter unit and the second converter unit are both provided with a direct current input/output interface connected with an HV interface of the high-voltage power supply;

the battery module is connected with the first current transformation unit through a first switch K1;

and the capacitor module is connected with the second current transformation unit through a second switch K2.

2. The braking energy recovery and emergency traction energy storage system of claim 1, further comprising a control unit, the control unit being in communication with the first converter unit and the second converter unit, the control unit being provided with an energy distribution module for distributing energy between the battery module and the capacitor module.

3. The braking energy recovery and emergency traction energy storage system of claim 2, wherein the converter unit, the battery module and the capacitor module are all mounted at the bottom of the urban rail vehicle body.

4. The braking energy recovery and emergency traction energy storage system of claim 2, wherein the converter unit, the battery module and the capacitor module are all mounted on the top of the mass of the urban rail vehicle.

5. The braking energy recovery and emergency traction energy storage system of claim 2, wherein the battery of the battery module is a lithium titanate battery, and the capacitor module is a super capacitor module.

6. The braking energy recovery and emergency traction energy storage system of any one of claims 2 to 5, wherein the first converter unit is a DC/DC converter, and is configured to convert the DC1500V voltage output by the high-voltage power supply into the charging voltage of the battery module to charge the battery module when the voltage of the battery module is lower than the operating voltage, and to supply power to the high-voltage power supply when the catenary 1500V loses power.

7. A regenerative braking energy and emergency traction energy storage system according to any of claims 2 to 5, wherein the second converter unit is a DC/DC converter which is arranged to convert the DC1500V voltage to DC500V-DC800V voltage to charge the capacitor module when the vehicle is in a braking state, and to convert the DC500V-DC800V voltage stored in the capacitor module to DC1500V voltage for transmission to the high voltage power supply when the vehicle is in a traction state.

8. A power supply system, comprising:

the high-voltage power supply is provided with an HV interface and an input interface connected with a contact network 1500V + and a contact network 1500V-;

the charger is provided with an input interface connected with a contact network 1500V + and a contact network 1500V-and an output interface connected with a vehicle DC110V bus, and converts DC1500V into DC 110V;

the auxiliary inverter SIV is provided with an input interface connected with a catenary 1500V + and a catenary 1500V-and an output interface connected with a vehicle AC380V bus, and converts DC1500V into AC 380V;

and a braking energy recovery and emergency traction energy storage system as claimed in any one of claims 1 to 7.

9. The power supply system of claim 8 further comprising a DC110V battery pack, an output interface of the DC110V battery pack being connected to the vehicle DC110V bus.

10. The power supply system according to any one of claims 8 or 9, characterized in that the high-voltage power supply is a switching power supply for supplying power to the traction of the vehicle, and the output interface of the high-voltage power supply is connected to a traction inverter VVVF.

11. A hybrid energy control method, characterized in that the braking energy recovery and emergency traction energy storage system according to claims 2 to 7 is adopted, the control method comprises the following steps:

when the vehicle runs in a regenerative braking process, the regenerative braking power is P3, the second switch K2 is closed, the second current transformation unit works, if the regenerative braking power P3 is not less than the charge-discharge rated power P2 of the capacitor module, the capacitor module is charged with the charge-discharge rated power P2 of the capacitor module, and if the regenerative braking power P3 is less than the charge-discharge rated power P2 of the capacitor module, the capacitor module is charged with the regenerative braking power P3; meanwhile, if the stored energy E3 of the battery module is less than the stored maximum energy E1 of the battery module, and the regenerative braking power P3 is greater than or equal to the charging and discharging rated power P2 of the capacitor module, the first switch K1 is closed, the first converter unit works, the battery module is charged with power P3-P2, if the stored energy E3 of the battery module is less than the stored maximum energy E1 of the battery module, and the regenerative braking power P3 is less than the charging and discharging rated power P2 of the capacitor module, the first switch K1 is opened, and the first converter unit and the battery module do not work;

when the vehicle runs in a traction starting process, the traction power is P4, the second switch K2 is closed, the second converter unit works, if the traction power P4 is not less than the charge-discharge rated power P2 of the capacitor module, the capacitor module discharges with the charge-discharge rated power P2 of the capacitor module, and if the traction power P4 is less than the charge-discharge rated power P2 of the capacitor module, the capacitor module discharges with the traction power P4; simultaneously, the first switch K1 is turned off, and the first current transformation unit and the battery module do not work;

when the vehicle runs in an emergency traction process, the first switch K1 and the second switch K2 are closed, the first current transformation unit and the second current transformation unit work simultaneously, and the control unit dynamically distributes the real-time discharge power P6 of the battery module and the real-time discharge power P8 of the capacitor module according to the power state of the grid side, the state of the battery module and the state of the capacitor module.

12. The hybrid energy control method of claim 11, wherein the method for the control unit to dynamically allocate the real-time battery module discharging power P6 and the real-time capacitor module discharging power P8 comprises:

the traction power P4 is battery module real-time discharge power P6+ capacitor module real-time discharge power P8, the battery module real-time discharge power P6 is less than or equal to battery module charge-discharge rated power P1, and the capacitor module real-time discharge power P8 is less than or equal to capacitor module charge-discharge rated power P2;

the battery module stored energy E3 is equal to the integral of the battery module real-time discharge power P6 corresponding to the time T of the emergency traction process, and the capacitor module stored energy E4 is equal to the integral of the capacitor module real-time discharge power P8 corresponding to the time T of the emergency traction process;

the battery module stores energy E3 and the capacitor module stores energy E4, and emits light energy at the same time, and the emergency traction distance is the farthest.

Technical Field

The invention belongs to the technical field of rail transit, relates to the energy recovery technology of rail transit vehicles, and particularly relates to a braking energy recovery and emergency traction energy storage system, a power supply system and a control method.

Background

At present, the domestic subway vehicles generally adopt a resistance type regenerative braking energy absorption device, energy generated during train braking is not effectively utilized, but is consumed by a vehicle resistor or a ground resistor in a heating mode, obvious energy waste exists, temperature rise and dust pollution in a tunnel can be caused, and the burden of air conditioners and ventilation facilities is increased.

In order to improve the regenerative braking utilization rate of the train, reduce the operating electric energy consumption, reduce the operating cost and simultaneously reduce the atmospheric pollution, the braking energy is recycled by adopting a mode of configuring a regenerative braking energy recycling device in a ground power supply system, and the mainstream regenerative energy recycling devices are divided into a feedback type regenerative energy recycling device and a super capacitor energy storage type regenerative energy recycling device. The feedback type regenerated energy recovery device inverts redundant regenerated braking energy in the direct-current traction network into alternating current through the inverter, and then the alternating current is used for other loads under the same medium-voltage power grid through the transformer boosting feedback value 10kV or 35kV medium-voltage network, so that the energy-saving purpose is achieved. The super-capacitor energy storage type regenerative energy recovery device is connected with a traction network direct current bus of a substation through a bidirectional DC/DC converter, absorbs regenerative braking energy to store when a train brakes, and releases energy when the train pulls, so that the energy-saving purpose is achieved.

The feedback type regenerative energy recovery device and the super capacitor energy storage type regenerative energy recovery device are ground equipment, are fixed in installation positions (installed in a traction station), have certain recovery capacity for regenerative energy at a short distance from the station to the nearby station, and greatly reduce effective recovery of regenerative energy at a long distance from the station to the nearby station. The regenerative energy is generated by the electric braking of the vehicle and fed back to the traction network, the vehicle itself is moving, and therefore the regenerative energy is fed back to the dc network side at a position that constantly changes as the vehicle moves. This creates uncertainty in the location distribution of the regenerated energy fed back onto the dc traction network, and for the case of a longer distance from the ground regenerated energy recovery device, there is also line consumption for the long distance energy transmission, thus increasing the difficulty and loss of regenerated energy recovery. On the other hand, in the regenerative braking process of the vehicle, the voltage of a traction network is often increased, the vehicle-mounted braking resistor is started to be consumed, and the ground regenerative energy recovery device and the vehicle have no direct interface, so that the recovery braking energy is delayed, and the effect is poor.

In addition, the problems of short-term power supply interruption or long-term paralysis caused by factors such as power supply system faults, pantograph faults, natural disasters and the like inevitably occur in the running process of the vehicle, and then the line is shut down and the interval is evacuated, and particularly for the running line of the tunnel, the normal operation of the line and the timely evacuation of personnel are greatly influenced. To this kind of problem emergence, at present through sending out engineering maintenance trailer to go to rescue the trouble train, the rescue time is longer, can not in time evacuate personnel, needs jack-up to carry out rescue vehicle purchase, extravagant financial resources. The existing emergency traction scheme for transforming the 110V storage battery box has the problems of short traction distance, limited traction power and low traction speed, so that the rescue effect is poor.

Disclosure of Invention

Aiming at the problems of poor energy recovery and vehicle emergency rescue of the existing rail vehicle and the like, the invention provides a braking energy recovery and emergency traction energy storage system, a power supply system and a control method, which can realize the nearby, timely and efficient recovery and utilization of braking energy and realize the emergency traction control of the vehicle.

In order to achieve the above object, the present invention provides a braking energy recovery and emergency traction energy storage system, comprising:

the converter unit comprises a first converter unit and a second converter unit, and the first converter unit and the second converter unit are both provided with a direct current output interface connected with an HV interface of the high-voltage power supply;

the battery module is connected with the first current transformation unit through a first switch K1;

and the capacitor module is connected with the second current transformation unit through a second switch K2.

The control unit is communicated with the first current conversion unit and the second current conversion unit, and is provided with an energy distribution module for distributing energy to the battery module and the capacitor module.

Preferably, the converter unit, the battery module and the capacitor module are all installed at the bottom of the urban rail vehicle body.

Preferably, the converter unit, the battery module and the capacitor module are all installed at the top of the urban rail vehicle body.

Preferably, the battery of the battery module is a lithium titanate battery.

Preferably, the first converter unit is a DC/DC converter, and is configured to convert a DC1500V voltage output by the high-voltage power supply into a charging voltage of the battery module to charge the battery module when the voltage of the battery module is lower than the operating voltage, and supply power to the high-voltage power supply when the catenary 1500V loses power.

Preferably, the second converter unit is a DC/DC converter, and is configured to convert a DC1500V voltage into a DC500V-DC800V voltage to charge the capacitor module when the vehicle is in a braking state, and convert a DC500V-DC800V voltage stored in the capacitor module into a DC1500V voltage to transmit the DC1500 voltage to a high-voltage power supply when the vehicle is in a traction state.

Preferably, the capacitor module is a super capacitor module.

In order to achieve the above object, the present invention also provides a power supply system including:

the high-voltage power supply is provided with an HV interface and an input interface connected with a contact network 1500V + and a contact network 1500V-;

the charger is provided with an input interface connected with a contact network 1500V + and a contact network 1500V-and an output interface connected with a vehicle DC110V bus, and converts DC1500V into DC 110V;

the auxiliary inverter SIV is provided with an input interface connected with a catenary 1500V + and a catenary 1500V-and an output interface connected with a vehicle AC380V bus, and converts DC1500V into AC 380V;

and the braking energy recovery and emergency traction energy storage system for the railway vehicle.

Further, a DC110V storage battery pack is further included, and an output interface of the DC110V storage battery pack is connected with a vehicle DC110V bus.

Preferably, the high-voltage power supply is a switching power supply for supplying power for vehicle traction, and an output interface of the high-voltage power supply is connected with the traction inverter VVVF.

In order to achieve the above object, the present invention further provides a hybrid energy control method, which uses the above braking energy recovery and emergency traction energy storage system, and the control method comprises the following steps:

when the vehicle runs in a regenerative braking process, the regenerative braking power is P3, the second switch K2 is closed, the second current transformation unit works, if the regenerative braking power P3 is not less than the charge-discharge rated power P2 of the capacitor module, the capacitor module is charged with the charge-discharge rated power P2 of the capacitor module, and if the regenerative braking power P3 is less than the charge-discharge rated power P2 of the capacitor module, the capacitor module is charged with the regenerative braking power P3; meanwhile, if the stored energy E3 of the battery module is less than the stored maximum energy E1 of the battery module, and the regenerative braking power P3 is greater than or equal to the charging and discharging rated power P2 of the capacitor module, the first switch K1 is closed, the first converter unit works, the battery module is charged with power P3-P2, if the stored energy E3 of the battery module is less than the stored maximum energy E1 of the battery module, and the regenerative braking power P3 is less than the charging and discharging rated power P2 of the capacitor module, the first switch K1 is opened, and the first converter unit and the battery module do not work;

when the vehicle runs in a traction starting process, the traction power is P4, the second switch K2 is closed, the second converter unit works, if the traction power P4 is not less than the charge-discharge rated power P2 of the capacitor module, the capacitor module discharges with the charge-discharge rated power P2 of the capacitor module, and if the traction power P4 is less than the charge-discharge rated power P2 of the capacitor module, the capacitor module discharges with the traction power P4; simultaneously, the first switch K1 is turned off, and the first current transformation unit and the battery module do not work;

when the vehicle runs in an emergency traction process, the first switch K1 and the second switch K2 are closed, the first current transformation unit and the second current transformation unit work simultaneously, and the control unit dynamically distributes the real-time discharge power P6 of the battery module and the real-time discharge power P8 of the capacitor module according to the power state of the grid side, the state of the battery module and the state of the capacitor module.

Preferably, the method for dynamically allocating the real-time discharging power P6 of the battery module and the real-time discharging power P8 of the capacitor module by the control unit includes:

the traction power P4 is battery module real-time discharge power P6+ capacitor module real-time discharge power P8, the battery module real-time discharge power P6 is less than or equal to battery module charge-discharge rated power P1, and the capacitor module real-time discharge power P8 is less than or equal to capacitor module charge-discharge rated power P2;

the battery module stored energy E3 is equal to the integral of the battery module real-time discharge power P6 corresponding to the time T of the emergency traction process, and the capacitor module stored energy E4 is equal to the integral of the capacitor module real-time discharge power P8 corresponding to the time T of the emergency traction process;

the battery module stores energy E3 and the capacitor module stores energy E4, and emits light energy at the same time, and the emergency traction distance is the farthest.

Compared with the prior art, the invention has the advantages and positive effects that:

(1) the energy storage system is directly connected with the input loop of the vehicle power supply system, so that the braking energy recovery is realized by the shortest transmission distance and the fastest response time, and the energy recovery efficiency is improved.

(2) The energy storage system has the function of recovering braking energy, stores the energy when the vehicle brakes, releases the energy when the vehicle pulls, realizes the electricity utilization and energy saving of the vehicle, improves the energy utilization rate, and has certain economic benefit.

(3) The energy storage system has an emergency traction function, supplements the electric quantity to the battery module in time when the vehicle runs, supplies power through the battery module when the vehicle loses power and stops in an interval, realizes timely self-rescue, ensures smooth evacuation of people, and has certain social benefit.

(4) The energy storage system performs hybrid energy management on the battery module and the capacitor module through the control unit, and realizes optimal control of braking energy recovery and emergency traction.

(5) The energy storage system works in parallel with the vehicle-mounted brake resistor, so that the utilization path of the brake energy in the regenerative braking process of the vehicle is increased, the power consumption of the brake resistor is favorably shared, the starting working frequency of the brake resistor is reduced, the energy is saved, and the service life of the brake resistor is prolonged.

Drawings

FIG. 1 is a schematic structural diagram of a braking energy recovery and emergency traction energy storage system and a power supply system according to the present invention;

FIG. 2 is a control schematic diagram of the braking energy recovery and emergency traction energy storage system of the present invention.

In the figure, the system comprises a first converter unit 1, a second converter unit 2, a high-voltage power supply 3, a battery module 4, a capacitor module 5, a charger 6, a charger 7, an auxiliary inverter SIV, 8, a DC110V battery pack 9, traction inverters VVVF, 10, traction motors 11, a control unit 12 and an energy distribution module.

Detailed Description

The invention is described in detail below by way of exemplary embodiments. It should be understood, however, that elements, structures and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.

In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "inner", "outer", etc. indicate orientations or positional relationships based on positional relationships shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In order to provide a regenerative braking utilization rate of a train, reduce the consumption of operating electric energy and operating cost, and simultaneously realize emergency traction, auxiliary power supply and timely self-rescue of the train when a rail transit vehicle is in short-term power supply terminal or is in long-term paralysis, the invention provides a braking energy recovery and emergency traction energy storage system and a power supply system for the rail transit vehicle, which can realize the nearby, timely and efficient recovery and utilization of the braking energy of the rail transit vehicle, realize the emergency self-traction of the train and ensure the emergency auxiliary power supply of the train, thereby realizing the energy conservation, emission reduction and timely rescue of the train. The following detailed description is given with reference to specific examples.