Calculation of Urban Rail AC/DC Power Supply with Traction Substation in Multi-Operation Modes
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摘要: 城市轨道牵引变电所存在多种运行状态：整流状态、整流机组关断状态、逆变回馈装置恒定电压运行状态、逆变回馈装置最大功率运行状态. 针对潮流计算中牵引变电所状态的不确定而影响计算收敛性的问题，提出一种考虑牵引变电所多运行状态的城轨交直流供电计算算法. 该算法对逆变回馈装置和车载制动电阻建模，根据迭代过程中牵引变电所网压、电流，采用滞环比较策略确定牵引变电所状态，通过交直流交替迭代方法求解潮流. 对某地铁工程进行仿真分析和实测验证，结果表明：仿真与实测的牵引变电所负荷过程曲线Pearson相关系数为0.76～0.92；逆变回馈装置节能率的仿真结果与实测误差不超过1.7%；在全线整流机组空载电压较高的场合，当逆变回馈装置的启动电压设置在1750 V以上时，消耗在车载制动电阻上的能量显著增大.Abstract: Traction substations operate in such modes as the rectification, rectifier turn-off, constant voltage operation of inverting-feedback devices, and maximum-power operation of inverting-feedback device. To achieve convergence in power flow calculation when the states of traction substations are uncertain, a calculation algorithm for urban rail AC/DC power supply is proposed while it considers the multi-operation states of traction substation. As for this algorithm, the inverting-feedback devices and onboard resistors on trains are modeled. According to the network voltage of the traction substation in the iterative process, the state of traction substation is determined by hysteretic comparison strategy, and the power flow is solved by AC/DC alternating iteration method. The simulation and field tests of a subway project show that the Pearson correlation coefficient between the simulated and measured load process falls between 0.76 and 0.92; and the errors between the simulation and measured energy-saving rate of the inverting-feedback devices are not more than 1.7%. In the case of high no-load voltage of substations in DC traction power supply system, when the starting voltage of the inverting feedback device is set above 1750 V, the energy consumed by the on-board braking resistor is significantly increased.
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Key words:
- urban rail transit /
- inverting feedback devices /
- flow calculation /
- hysteresis loop /
- energy-savings
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图 1 牵引变电所工作特性曲线示意
Figure 1. Schematic diagram of working characteristic curve of traction substations
图 5 某迭代时刻下两种状态确定策略的收敛情况
Figure 5. Convergence of two state-determination strategies at certain iterative time
图 11 逆变回馈装置不同启动电压下牵引所9实测与仿真负荷曲线比较
Figure 11. Comparison of actual and simulated load curves of traction station 9 under different starting voltages of inverting feedback device
图 12 车载电阻能耗占列车再生制动能量比例
Figure 12. Proportion of energy consumption of vehicle resistance to regenerative braking energy
表 1 某地铁工程牵引所位置分布
Table 1. Position distribution of traction station in subway project
牵引所编号 位置/km 牵引所编号 位置/km 1 0.243 6 13.900 2 2.456 7 15.995 3 4.568 8 20.235 4 7.804 9 23.322 5 10.670 10 25.650 
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表 2 仿真主要参数设置
Table 2. Main parameters in simulation
参数 数值 主变压器容量/(MV•A) 2 × 25 整流机组额定功率/kW 2 × 2500 车载制动电阻启动电压/V 1790 降压所负载率 0.25 接触网电阻/(Ω•(km)−1) 0.0172 钢轨纵向电阻/(Ω•(km)−1) 0.02 钢轨对地过渡电阻/(Ω•km) 15
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表 3 系统列车功率分布
Table 3. System train power distribution
上行列车 下行列车 位置/km 功率/kW 位置/km 功率/kW 4.553 57.000 4.958 −1432.606 13.078 547.800 13.916 32.550 23.190 −924.885 23.508 −1833.192
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表 4 牵引所9负荷过程的仿真与实测比较
Table 4. Comparison of simulation and actual load process in traction station 9
逆变回馈装置启动电压/V 每小时牵引能
耗/（kW•h）每小时反馈能
量/（kW•h）整流机组工作电流峰值/A 逆变回馈装置工作电流峰值/A 占空比/% 节能率/% 1720 实测 461.6 117.2 1571.7 1191.7 18.2 25.4 仿真 439.4 110.8 1670.3 944.0 22.8 25.2 1750 实测 577.7 78.3 1753.8 652.0 14.8 13.6 仿真 604.4 71.9 1693.8 813.1 18.2 11.9 1770 实测 683.3 23.1 1832.7 209.6 10.8 3.4 仿真 678.7 28.8 1701.2 541.3 11.4 4.2
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