Ground regenerative braking energy recovery device configuration method and system

Abstract

This application discloses a method and system for configuring ground regenerative braking energy recovery devices, including: a traction calculation step: performing train traction simulation calculations based on line parameters and train information; a simulation analysis step: establishing an admittance matrix based on power supply system information, performing power flow calculations on the admittance matrix, updating the traction substation operating data, determining the traction substation's operating status, and obtaining simulation analysis results; and a configuration result acquisition step: calculating the configuration location and capacity of the ground energy recovery device at the traction substation based on the traction simulation calculation results and the simulation analysis results. This invention, considering the service life of the ground energy recovery device and the backfeeding situation of the energy feedback device, rationally configures the location and capacity of the ground energy recovery device installed at each traction substation for urban rail vehicles without onboard braking resistors, further improving vehicle performance and tunnel environment.

Description

Technical Field

[0001] This application relates to the field of ground energy recovery device technology, and in particular to a configuration method and system for a ground regenerative braking energy recovery device. Background Technology

[0002] The vigorous development of urban rail transit lines in China, with its numerous advantages such as safety, comfort, environmental friendliness, punctuality, and large capacity, has significantly improved travel, alleviated road congestion, reduced air pollution, and accelerated the adjustment of urban layout. With the rapid growth of urban rail transit operating mileage in my country, the electricity consumption of urban rail transit systems reached 17.24 billion kilowatt-hours in 2020. Electricity costs for subway operations account for approximately 10.2% of the total operating costs, with the energy generated by train braking accounting for about 30% to 60% of the train's traction energy. This energy is often consumed by the braking resistors carried on the trains. The use of on-board braking resistors hinders the lightweight design and performance of trains and does not conform to the trend of energy conservation and environmental protection. Currently, many urban lines have installed ground-based energy recovery devices to feed vehicle braking energy back to the power grid or store it, reducing the activation of on-board braking resistors and ultimately eliminating them altogether.

[0003] Ground-based energy recovery devices mainly include ground resistive absorption devices, energy feeder devices, and supercapacitor energy storage devices. Ground resistive absorption devices cannot effectively utilize renewable energy and are gradually being phased out. More subway lines are using ground energy feeder devices and ground energy storage devices. In traction substations where energy feeder devices are installed throughout the line and a distributed power supply method is adopted, the energy feeder devices can have a significant impact on the power grid when the train braking energy is large.

[0004] Currently, the configuration of regenerative ground energy recovery devices after the removal of onboard braking resistors is uniformly implemented across the entire subway line. There is no scientific and systematic calculation method for the installation capacity of these devices on subway lines after the removal of braking resistors. If the capacity of regenerative ground energy recovery devices can be rationally configured on lines where braking resistors have been removed, the regenerative energy generated during train braking can be effectively and promptly absorbed by these devices, completely replacing the energy consumption of onboard braking resistors and achieving the goal of energy conservation and emission reduction. Summary of the Invention

[0005] This application provides a method and system for configuring a ground regenerative braking energy recovery device. This invention at least solves the problems that currently there is no scientific and systematic calculation method for calculating the installation capacity of regenerative braking ground energy recovery devices in subway lines after the elimination of braking resistors, and that existing configuration methods for regenerative ground energy recovery devices cannot improve vehicle performance and achieve optimal energy saving and cost reduction effects.

[0006] This invention provides a method for configuring a ground-based regenerative braking energy recovery device, comprising:

[0007] Traction calculation steps: Perform train traction simulation calculations based on track parameters and train information;

[0008] Simulation analysis steps: After establishing the admittance matrix based on the power supply system information, perform power flow calculation on the admittance matrix, update the traction substation operating data, determine the working status, convergence status and simulation time of the traction substation, and obtain the simulation analysis results.

[0009] Configuration result acquisition steps: Based on the traction simulation calculation results and the simulation analysis results, calculate the configuration location and capacity of the traction regenerated ground energy recovery device.

[0010] The above-described method for configuring a ground-based regenerative braking energy recovery device includes the following traction calculation steps:

[0011] Based on the route information and the train information, the train traction simulation calculation is performed to obtain the traction simulation calculation results.

[0012] The above-mentioned configuration method for a ground-based regenerative braking energy recovery device includes the following simulation analysis steps:

[0013] The train position, current draw, and power on the DC side are determined using a running chart method.

[0014] The above-mentioned configuration method for a ground-based regenerative braking energy recovery device, wherein the simulation analysis step further includes:

[0015] A DC-side conductivity matrix is ​​established based on the train location, the current draw, and the power.

[0016] Establish the AC side node admittance matrix based on the power supply system information.

[0017] The above-mentioned configuration method for a ground-based regenerative braking energy recovery device, wherein the simulation analysis step further includes:

[0018] Based on the DC-side conductance matrix, DC-side power flow calculation is performed to update the initial power of the traction substation;

[0019] Based on the AC side node admittance matrix, AC side power flow calculation is performed to determine the AC side node voltage and injected power of the traction substation.

[0020] Based on the DC-side conductance matrix, the DC-side power flow calculation is performed again to update the traction substation power.

[0021] The above-mentioned configuration method for a ground-based regenerative braking energy recovery device, wherein the simulation analysis step further includes:

[0022] Based on the power of the traction substation, the AC side node voltage of the traction substation, and the injected power, determine whether it is necessary to adjust the operating status of the traction substation;

[0023] If no adjustment to the operating status of the traction substation is required, then determine whether convergence is necessary.

[0024] The above-mentioned configuration method for a ground-based regenerative braking energy recovery device, wherein the simulation analysis step further includes:

[0025] If convergence is required, it is determined whether the simulation time has been reached. When the simulation time reaches the preset simulation time, the simulation analysis result is obtained.

[0026] The above-described method for configuring a ground-based regenerative braking energy recovery device includes the following step: obtaining the configuration result.

[0027] Based on the traction simulation calculation results and the simulation analysis results, the configuration location and capacity of the traction-regenerated ground energy recovery device are obtained through offline optimization calculation.

[0028] The above-described method for configuring a ground-based regenerative braking energy recovery device further includes, in the step of obtaining the configuration result:

[0029] If it is necessary to avoid the backfeeding phenomenon of the main station, an energy storage device is configured, and an offline state parameter model is established by formula. The new configuration location and new capacity of the traction station regenerated ground energy recovery device are calculated by the offline state parameter model.

[0030] The present invention also provides a ground regenerative braking energy recovery device configuration system, the ground regenerative braking energy recovery device configuration system comprising:

[0031] Traction calculation unit: Performs train traction simulation calculations based on track parameters and train information;

[0032] Simulation analysis unit: After establishing the admittance matrix based on the power supply system information, the unit performs power flow calculation on the admittance matrix, updates the traction substation operating data, determines the working status, convergence status, and simulation time of the traction substation, and obtains the simulation analysis results.

[0033] Configuration result acquisition unit: Based on the traction simulation calculation results and the simulation analysis results, calculate the configuration location and capacity of the traction-regenerated ground energy recovery device.

[0034] Compared to related technologies, this invention proposes a method and system for configuring regenerative braking energy recovery devices. This method targets the installation of regenerative ground energy recovery devices in all traction substations of subway power supply systems that have eliminated onboard braking resistors. Considering the initial, near-term, and long-term operational conditions of the subway line, as well as the lifespan of the regenerative ground energy recovery devices and the backfeeding situation of the energy feedback device, a scientific calculation method is proposed for the capacity configuration of regenerative braking ground energy recovery devices in subway lines that have eliminated onboard braking resistors. Power flow calculations are used to obtain the regenerative braking power and the amount of regenerative energy recovered in subway lines without onboard braking resistors. This method considers the different departure intervals and the different departure times in both directions. The time-interval directly affects the distribution of regenerative energy along the entire line. Therefore, calculations were performed for various operating conditions, including the initial stage of operation, the near term, and the long term, with different departure intervals and time-intervals for both directions. This ensured the practical applicability and scientific rationality of the capacity configuration of the regenerative ground energy recovery device. In optimizing the capacity configuration of the regenerative ground energy recovery device for subway lines that have eliminated onboard braking resistors, the actual operating conditions and the backfeeding problem of the energy feedback device were considered to ensure that the line's electricity consumption costs and equipment purchase investment costs were minimized. This resulted in the installation location and capacity configuration of the regenerative ground energy recovery device with the lowest equivalent annual operating cost, achieving the optimal energy-saving and cost-saving effect.

[0035] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0036] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0037] Figure 1 This is a flowchart of the configuration method of the ground regenerative braking energy recovery device according to an embodiment of this application;

[0038] Figure 2 This is a schematic diagram of the capacity configuration of a regenerative ground energy recovery device installed in the traction substation of a subway line with eliminated onboard braking resistors, according to an embodiment of this application.

[0039] Figure 3 This is a flowchart of traction calculation and analysis according to an embodiment of this application;

[0040] Figure 4 This is a simulation analysis flowchart of a subway power supply system according to an embodiment of this application;

[0041] Figure 5 This is a flowchart illustrating the process of obtaining configuration results according to an embodiment of this application;

[0042] Figure 6 This is a schematic diagram of the configuration system of the ground regenerative braking energy recovery device of the present invention.

[0043] The attached figures are labeled as follows:

[0044] Traction calculation unit: 51;

[0045] Simulation analysis unit: 52;

[0046] Configuration result acquisition unit: 53. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0048] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any creative effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the disclosure of this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of this application.

[0049] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0050] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following objects are in an "or" relationship. The terms "first," "second," and "third" used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0051] This invention provides a method and system for configuring a ground regenerative braking energy recovery device. This invention solves the problems that there is currently no scientific and systematic calculation method for calculating the installation capacity of regenerative braking ground energy recovery devices in subway lines after the elimination of braking resistors, and that existing configuration methods for regenerative ground energy recovery devices cannot improve vehicle performance and achieve optimal energy saving and cost reduction effects.

[0052] The present invention will now be described with reference to specific embodiments.

[0053] Example 1

[0054] This embodiment also provides a method for configuring a ground-based regenerative braking energy recovery device. Please refer to... Figures 1 to 5 , Figure 1 This is a flowchart of the configuration method of the ground regenerative braking energy recovery device according to an embodiment of this application; Figure 2 This is a schematic diagram of the capacity configuration of a regenerative ground energy recovery device installed in the traction substation of a subway line with eliminated onboard braking resistors, according to an embodiment of this application. Figure 3 This is a flowchart of traction calculation and analysis according to an embodiment of this application; Figure 4 This is a simulation analysis flowchart of a subway power supply system according to an embodiment of this application; Figure 5 This is a flowchart illustrating the configuration result acquisition process according to an embodiment of this application; such as... Figures 1 to 5As shown, the configuration method of the ground regenerative braking energy recovery device includes:

[0055] Traction calculation step S1: Perform train traction simulation calculations based on track parameters and train information;

[0056] Simulation analysis step S2: After establishing the admittance matrix based on the power supply system information, perform power flow calculation on the admittance matrix, update the traction substation operating data, determine the working status, convergence status and simulation time of the traction substation, and obtain the simulation analysis results.

[0057] Configuration result acquisition step S3: Based on the traction simulation calculation results and simulation analysis results, calculate the configuration location and capacity of the traction regenerated ground energy recovery device.

[0058] In this embodiment, the traction calculation step S1 includes:

[0059] Based on the route information and train information, train traction simulation calculations are performed to obtain the traction simulation calculation results.

[0060] In practice, Figure 2 This is a schematic diagram illustrating the capacity configuration of a regenerative ground energy recovery device installed in the traction substation of a subway line that eliminates onboard braking resistors, according to an embodiment of this application. Figure 2 As shown, the main substation's power supply voltage is stepped down to a 35kV medium-voltage ring network by a transformer, and then the traction substation rectifies the 35kV to DC 1500V / 750V to supply power to the subway trains.

[0061] The location and capacity configuration of the regenerative ground energy recovery devices along the entire line require traction calculation analysis for trains and simulation analysis of the subway power supply system. Train traction calculations consider actual track gradients, curves, and speed limits, as well as vehicle formation and load information, vehicle acceleration and deceleration dynamic performance, vehicle starting resistance and basic resistance, motor traction characteristics, and electric braking characteristics, resulting in real-time power-speed curves, speed-run time curves, traction energy consumption-speed curves, and regenerative energy-speed curves.

[0062] In this embodiment, simulation analysis step S2 includes:

[0063] The train position, current draw, and power on the DC side are determined using the operation diagram method.

[0064] Establish the DC-side conductance matrix based on the train's location, current draw, and power.

[0065] Establish the AC side node admittance matrix based on the power supply system information;

[0066] DC power flow calculation is performed based on the DC side conductance matrix, and the initial power of the traction substation is updated.

[0067] Based on the AC side node admittance matrix, AC side power flow calculation is performed to determine the AC side node voltage and injected power of the traction substation.

[0068] Based on the DC-side conductance matrix, the DC-side power flow calculation is performed again to update the traction substation power.

[0069] Based on the power of the traction substation, the AC side node voltage of the traction substation, and the injected power, determine whether it is necessary to adjust the operating status of the traction substation.

[0070] If there is no need to adjust the operating status of the traction substation, then determine whether convergence is required;

[0071] If convergence is required, it is determined whether the simulation time has been reached. When the simulation time reaches the preset simulation time, the simulation analysis results are obtained.

[0072] In practical implementation, AC and DC power flow calculations are performed on the subway power supply system. Train traction calculation results are used as data input. The power flow calculation first establishes the AC node admittance matrix using power supply system information, i.e., AC node branch information. Then, the train position, current draw, and power demand distribution are determined using the operation diagram to form the DC side conductance matrix. Next, convergence accuracy is set for iterative calculations, updating the traction substation operating data, judging the traction substation's operating status, and finally determining whether convergence has been achieved and whether the simulation time has been reached. Based on the power supply simulation calculations, data such as the contact network voltage, output power, average energy consumption, and maximum regenerative braking power of each traction substation are obtained.

[0073] Power flow calculations must satisfy the following basic equations:

[0074] Kirchhoff's Voltage Equation (KVL)

[0075] SOC min ≤SOC≤SOC max

[0076] U min ≤U bus ≤U max

[0077] Here, SOC represents the state of charge of the ground-based energy storage system; min State of Charge (SOC) represents the minimum state of charge of a ground-based energy storage system. max U represents the maximum state of charge of the ground-based energy storage system; bus U represents the voltage of the traction network bus; min Indicates the minimum voltage of the traction network busbar; U max This indicates the highest voltage of the traction network bus.

[0078] In this embodiment, the configuration result acquisition step S4 includes:

[0079] Based on the traction simulation calculation results and simulation analysis results, the configuration location and capacity of the ground energy recovery device regenerated by the traction were obtained through offline optimization calculation.

[0080] If it is necessary to avoid the backfeeding phenomenon in the main station, an energy storage device is configured, and an offline state parameter model is established through formula. The new configuration location and new capacity of the traction station's regenerated ground energy recovery device are calculated through the offline state parameter model.

[0081] In practical implementation, considering various operating conditions such as train intervals and misaligned departure times in both directions during the initial, near, and long-term operation of the subway line, and taking into account the lifespan of the ground-based regenerative energy recovery device, offline optimization calculations are performed for all the above conditions to determine the location and capacity configuration of the ground-based energy feeder device when the equivalent annual operating cost is minimized. If it is necessary to avoid backfeeding issues at the main substation, energy feeder devices and traction substations will be configured with energy storage devices. An offline state parameter model is established, and the following formula is used to determine the location and capacity of the traction substation energy feeder and energy storage device configuration that minimizes the equivalent annual operating cost, ensuring that there is no backfeeding phenomenon at the main substation.

[0082] minFr=+Creg+Cpow-Cres

[0083] minFs-r=Csc+Creg+Cpow-Cres

[0084] In the formula, Fr is the objective function of the offline optimization model, representing the minimum equivalent annual operating cost of configuring ground energy feed-in devices; Fs-r is the objective function of the offline optimization model, representing the minimum equivalent annual operating cost of configuring ground energy storage and energy feed-in devices to avoid backfeeding problems; Creg is the equivalent annual cost of ground energy feed-in devices; Cpow is the equivalent annual cost of subway energy consumption; Cres is the equivalent annual cost saving of eliminating on-board braking resistors; and Csc is the equivalent annual cost of ground energy storage devices.

[0085] Example 2

[0086] The following is combined Figure 3 Explain the traction calculation and analysis process. Figure 3 This is a flowchart of traction calculation and analysis according to an embodiment of this application. Figure 3 As shown, the detailed operation process is as follows:

[0087] Train traction calculations consider track information including actual operating gradients, curves, facilities, and speed limits; vehicle information including train formation and load information, vehicle starting acceleration, braking deceleration dynamic performance, vehicle starting resistance and basic resistance, motor traction characteristics and electric braking characteristics, gear ratio, gear transmission efficiency, electromechanical efficiency, driving wheel diameter, auxiliary power, etc.; and power supply system information including traction network voltage, traction and braking network voltage characteristics, and voltage ramping / pulling methods, etc.

[0088] The real-time operating power-speed curve, speed-running time curve, traction energy consumption-speed curve, and regenerative energy-speed curve of the train were obtained through traction simulation calculations for two modes: on-time and energy-saving operation.

[0089] Example 3

[0090] The following is combined Figure 4 Explain the slope calculation process. Figure 4 This is a simulation analysis flowchart of a subway power supply system according to an embodiment of this application. Figure 4 The details are as follows:

[0091] Step 1: Based on the AC side node branch data, form the AC side node admittance matrix, t = T0;

[0092] Step 2: Determine the DC-side train position, current draw, and power using the operation diagram method to form the DC-side conductance matrix;

[0093] Step 3: Initialize node voltages and put the traction substation into rectification mode;

[0094] Step 4: Initial calculation of DC-side power flow and update of initial power of traction substation;

[0095] Step 5: AC power flow calculation to determine the AC node voltage and injected power of the traction substation;

[0096] Step 6: Perform power flow calculation again on the DC side and update the power of the traction substation;

[0097] Step 7: Determine whether to adjust the working state of the traction substation. If it is necessary to adjust the working state of the traction substation, then adjust the working state of the traction substation. If it is not necessary to adjust the working state of the traction substation, then determine whether convergence has occurred. If convergence is not required, return to step 5. If convergence is required, then t = t + 1.

[0098] Step 8: Determine if the simulation time has been reached. If the simulation time has not been reached, return to step 2; if the simulation time has been reached, the process ends.

[0099] Example 4

[0100] The following is combined Figure 5 Explain the steps involved in obtaining the configuration results. Figure 5 This is a flowchart illustrating the configuration result acquisition process based on an embodiment of this application. For example... Figure 5 The details are as follows:

[0101] Step 1: Flow calculation yields various departure intervals and up / down departure time errors in the initial, near-term, and long-term operation diagrams, along with feedback power and energy savings from each traction station.

[0102] Step 2, establish the offline state parameter model minF r =C reg +C pow -C res Find the location and capacity of the traction power supply device that minimizes the equivalent annual operating cost;

[0103] Step 3: Determine whether it is necessary to prevent backfeeding from the main substation. If it is necessary to prevent backfeeding from the main substation, then configure an energy storage device to ensure that minF s-r =C sc +C reg +C pow -C res To determine the location and capacity of the traction power supply and energy storage device, and to ensure that there is no backfeeding phenomenon in the main substation, the location and capacity of the traction substation regenerative ground energy recovery device are determined. If it is not necessary to avoid the backfeeding phenomenon in the main substation, the location and capacity of the traction substation regenerative ground energy recovery device are directly determined.

[0104] Example 5

[0105] This embodiment also provides a configuration system for a ground regenerative braking energy recovery device. Figure 6 This is a schematic diagram of the configuration system of the ground regenerative braking energy recovery device of the present invention. Figure 6 As shown, the invention discloses a ground regenerative braking energy recovery device configuration system, applicable to the aforementioned ground regenerative braking energy recovery device configuration method. The ground regenerative braking energy recovery device configuration system includes:

[0106] Traction calculation unit 51: Performs train traction simulation calculations based on track parameters and train information;

[0107] Simulation Analysis Unit 52: After establishing the admittance matrix based on the AC measurement node branch information, the power flow calculation is performed on the admittance matrix. After updating the traction substation operating data, the working status, convergence status and simulation time of the traction substation are determined, and the simulation analysis results are obtained.

[0108] Configuration Result Acquisition Unit 53: Based on the traction simulation calculation results and simulation analysis results, calculate the configuration location and capacity of the traction-regenerated ground energy recovery device.

[0109] In summary, the use of on-board braking resistors hinders train lightweighting and performance, and contradicts the trend of energy conservation and environmental protection. Currently, many urban lines have installed ground-based energy recovery devices to feed vehicle braking energy back to the grid or store it, reducing the need for on-board braking resistors and ultimately eliminating them altogether. Ground-based energy recovery devices mainly include ground resistance absorption devices, regenerative braking devices, and supercapacitor energy storage devices. Ground resistance absorption devices cannot effectively utilize regenerative energy and are gradually being phased out. More subway lines are using ground regenerative braking devices and ground energy storage devices, retaining only small overvoltage protection resistors on the vehicles, with all traction substations using ground regenerative braking devices or energy storage devices. In traction substations with distributed power supply and regenerative braking devices installed throughout the line, the regenerative braking devices can cause significant backfeeding to the grid when the train's braking energy is high. In the above-mentioned lines, the configuration of regenerative ground energy recovery devices after eliminating on-board braking resistors is based on a line-wide configuration; currently, there is no scientific and systematic calculation method for the installation capacity of regenerative braking ground energy recovery devices in subway lines after eliminating braking resistors. If the capacity of the regenerative ground energy recovery device can be reasonably configured on the line where the braking resistor is eliminated, the regenerative energy during the train braking process can be absorbed by the regenerative ground energy recovery device in a timely and effective manner, completely replacing the energy consumption of the on-board braking resistor, thus achieving the goal of energy conservation and emission reduction.

[0110] This invention relates to a configuration method for a ground-based regenerative braking energy recovery device. The invention aims to perform traction and power supply calculations and analyses on metro lines where onboard braking resistors have been eliminated. It considers various operating conditions, including different departure intervals and time discrepancies between up and down trains, in the initial, near, and long-term phases of metro line operation. Furthermore, it takes into account the lifespan of the regenerative ground-based energy recovery device and the power feedback from the energy feeder, rationally configuring the location and capacity of the regenerative ground-based energy recovery device installed in the traction depot. This establishes a capacity configuration and optimization system for metro regenerative ground-based energy recovery devices that eliminate onboard braking resistors, further improving vehicle performance, improving the tunnel environment, and minimizing the line's electricity consumption and equipment purchase investment costs, achieving optimal energy-saving and cost-reducing effects.

[0111] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the scope of the appended claims.

Claims

1. A method for configuring a ground-based regenerative braking energy recovery device, characterized in that, The configuration method of the ground regenerative braking energy recovery device includes: Traction calculation steps: Based on the track parameters and train information, perform train traction simulation calculations to obtain the traction simulation calculation results; Simulation analysis steps: After establishing the admittance matrix based on the power supply system information, perform power flow calculation on the admittance matrix, update the traction substation operating data, determine the working status, convergence status and simulation time of the traction substation, and obtain the simulation analysis results. Configuration result acquisition steps: Based on the traction simulation calculation results and the simulation analysis results, calculate the configuration location and capacity of the traction regenerated ground energy recovery device; The simulation analysis step further includes: The train position, current draw, and power on the DC side are determined using the train chart method. A DC-side conductivity matrix is ​​established based on the train location, the current draw, and the power. Establish the AC side node admittance matrix based on the power supply system information; Based on the DC-side conductance matrix, DC-side power flow calculation is performed to update the initial power of the traction substation; Based on the AC side node admittance matrix, AC side power flow calculation is performed to determine the AC side node voltage and injected power of the traction substation. Based on the DC-side conductance matrix, the DC-side power flow calculation is performed again to update the traction substation power.

2. The configuration method of the ground regenerative braking energy recovery device according to claim 1, characterized in that, The simulation analysis steps also include: Based on the power of the traction substation, the AC side node voltage of the traction substation, and the injected power, determine whether it is necessary to adjust the operating status of the traction substation; If no adjustment to the operating status of the traction substation is required, then determine whether convergence is necessary.

3. The configuration method of the ground regenerative braking energy recovery device according to claim 2, characterized in that, The simulation analysis steps also include: If convergence is required, it is determined whether the simulation time has been reached. When the simulation time reaches the preset simulation time, the simulation analysis result is obtained.

4. The configuration method of the ground regenerative braking energy recovery device according to claim 1, characterized in that, The steps for obtaining the configuration result include: Based on the traction simulation calculation results and the simulation analysis results, the configuration location and capacity of the traction-regenerated ground energy recovery device are obtained through offline optimization calculation.

5. The configuration method of the ground regenerative braking energy recovery device according to claim 1, characterized in that, The step of obtaining the configuration result also includes: If it is necessary to avoid the backfeeding phenomenon of the main station, an energy storage device is configured, and an offline state parameter model is established by formula. The new configuration location and new capacity of the traction station regenerated ground energy recovery device are calculated by the offline state parameter model.

6. A ground-based regenerative braking energy recovery device configuration system, characterized in that, The ground regenerative braking energy recovery device configuration system includes: Traction calculation unit: Based on track parameters and train information, it performs train traction simulation calculations and obtains traction simulation results; Simulation analysis unit: After establishing the admittance matrix based on the power supply system information, the unit performs power flow calculation on the admittance matrix, updates the traction substation operating data, determines the working status, convergence status, and simulation time of the traction substation, and obtains the simulation analysis results. Configuration result acquisition unit: Based on the traction simulation calculation results and the simulation analysis results, calculate the configuration location and capacity of the traction regenerated ground energy recovery device; The simulation analysis unit further includes: The train position, current draw, and power on the DC side are determined using the train chart method. A DC-side conductivity matrix is ​​established based on the train location, the current draw, and the power. Establish the AC side node admittance matrix based on the power supply system information; Based on the DC-side conductance matrix, DC-side power flow calculation is performed to update the initial power of the traction substation; Based on the AC side node admittance matrix, AC side power flow calculation is performed to determine the AC side node voltage and injected power of the traction substation. Based on the DC-side conductance matrix, the DC-side power flow calculation is performed again to update the traction substation power.

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