Modelling method of impact load of electrified railway based on actually-measured data

A technology for electrified railways and impact loads, applied in the direction of electrical digital data processing, special data processing applications, instruments, etc., can solve the problems of large differences, difficult to fit the impact load power impact of electric railways, etc., to ensure reliability Effect

Active Publication Date: 2011-09-14
国网江西省电力有限公司电力科学研究 +1
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Problems solved by technology

[0006]Due to the wide distribution of electric railway loads, large differences and strong randomness, when the electrified railway load enters the traction station, the bus voltage change caused by the impact load of the electric railway will not Not big, but the change of active power and reactive power is very large, which is very different from the conventional load, so the conventional load model structure is difficult to fit the power impact of the electric iron impact load

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  • Modelling method of impact load of electrified railway based on actually-measured data
  • Modelling method of impact load of electrified railway based on actually-measured data
  • Modelling method of impact load of electrified railway based on actually-measured data

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Embodiment Construction

[0037] Select the impact load with a lot of voltage, current and power fluctuations and installed in the substation with good communication conditions as the data collection point, use the sudden change of current as the starting criterion of the load characteristic wave recording device, start the wave recording, and record the data collection point real-time voltage and current data.

[0038] like figure 1 Shown is the operation law of the electric railway load in the area under the jurisdiction of the substation.

[0039] Among them: T1 is the current rising time when the train enters, and the overall length of this period is about 4-15 seconds; T2 is the current falling time when the train is leaving, generally 1.5-5 seconds; The running time is generally between 200-400 seconds; A1 is the steady-state current value when there is no locomotive, generally 4-10A; A2 is the current value when the locomotive is running in a steady state, generally 20-80A, and the current when...

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Abstract

The invention discloses a modelling method of an impact load of an electrified railway based on actually-measured data. The method comprises the following steps of: selecting the impact load which is higher in voltage fluctuation, current fluctuation and power fluctuation and is arranged in a transformer substation having excellent communication conditions as a data acquisition point; starting wave recording to record real-time voltage and current data by using a current variable as a starting criterion of a load characteristic wave-recording device; constructing a model structure of the impact load by using a self-repairing load model to obtain identification parameters of the load model; identifying the parameters of the impact load model by using an improved genetic algorithm, and converging the data into a global optimum point by using an expected value selection method in the algorithm and using a simplex method with higher searching speed; and dividing the acquired measured data into two groups in time sequence, and identifying and validating the parameters of the model. The method is applied to modelling of the impact load of the electrified railway based on the actually-measured data.

Description

technical field [0001] The invention relates to an electrified railway impact load modeling method based on measured data, belonging to the technical field of electrified railway power system impact characteristic load. Background technique [0002] The electric railway traction load is mainly composed of electric locomotives and their carriage power supply loads (for passenger trains). This type of load has the following three characteristics: First, electric locomotives are high-power single-phase loads, and electric locomotives often use double-engine or even multi-stage Traction, causing the three-phase unbalance of the power system; second, a large number of AC-DC rectification (or DC drive) electric locomotives are used as traction power in China, and the main circuit is generally a thyristor phase-controlled rectification circuit, so the catenary side current contains Larger harmonic components; thirdly, the train needs to switch between starting, accelerating, coasti...

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): G06F17/50
Inventor 黄瑛范瑞祥
Owner 国网江西省电力有限公司电力科学研究
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