Rail transit vehicle and regenerative braking control method and system

Abstract

The present invention discloses a rail transit vehicle and regenerative braking control method and system. The method comprises obtaining the maximum regenerative braking power of a locomotive and the power of an onboard braking resistor; obtaining the maximum allowable charging current and maximum allowable charging voltage of an onboard energy storage device in real time; calculating the maximum rechargeable power request value of the onboard energy storage device in real time based on the maximum allowable charging current and maximum allowable charging voltage; and controlling the electric braking force and regenerative braking power of the locomotive based on the calculated maximum rechargeable power request value, the maximum regenerative braking power, the power of the onboard braking resistor, and a driver controller level signal. The present invention adjusts the regenerative braking power of the locomotive in real time based on the real-time maximum rechargeable power request value of the energy storage device, thereby ensuring the dynamic balance of the locomotive's regenerative braking power.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit vehicles, and in particular relates to a rail transit vehicle and a regenerative braking control method and system. Background Art

[0002] With the development of the rail transit industry, green energy conservation and environmental protection have become the design direction of more and more vehicles. In the electric braking mode, the vehicle can convert the braking energy of the traction motor into electrical energy, which is rectified by the traction inverter and fed back to the DC link of the locomotive. This energy can be fed back to the grid (some lines do not allow regenerative braking energy to be directly fed back to the grid due to harmonic factors), used for locomotive auxiliary system consumption, and charged the on-board energy storage system. Figure 1 This type of energy feedback is called regenerative braking, and the energy fed back in this way is regenerative braking energy or regenerative braking power.

[0003] At present, vehicles equipped with energy storage devices (and the bow network does not allow the feedback of electric energy) can increase the regenerative braking power in order to enhance the endurance of the energy storage device and the electric braking force of the vehicle. That is, in the regenerative braking mode, the shaft-end regenerative braking power charges the energy storage device. In order to ensure that the regenerative braking energy can be fully consumed and does not cause an overvoltage fault in the locomotive, the shaft-end regenerative braking power is generally equal to the power of the on-board braking resistor to ensure that when the energy storage device and the locomotive auxiliary system cannot absorb the regenerative braking energy, the on-board braking resistor can be used for full consumption. Due to the weight of the on-board braking resistor and the limitations of the cooling system, the power of the on-board braking resistor will not increase indefinitely. Therefore, the power configuration of the on-board braking resistor will, to a certain extent, limit the charging power of the energy storage system and the electric braking force of the locomotive.

[0004] Because the capacity of the energy storage device and the power of the configured onboard braking resistor are fixed, if the energy storage device capacity is relatively high, it will be unable to absorb the energy of regenerative braking. Therefore, in addition to the energy consumed by the locomotive auxiliary system, the excess regenerative braking energy will be loaded entirely on the onboard braking resistor. If the carrying capacity of the onboard braking resistor is exceeded, it will cause the onboard braking resistor to overheat, ultimately leading to overvoltage in the locomotive's intermediate DC link and causing locomotive traction blockage. Summary of the Invention

[0005] The object of the present invention is to provide a rail transit vehicle and a regenerative braking control method and system to solve the problem that the power of the on-board braking resistor is fixed, resulting in the power of the on-board braking resistor limiting the regenerative braking power of the locomotive axle end, thereby limiting the charging power of the on-board energy storage device, which is not conducive to the recovery and utilization of the locomotive regenerative braking energy.

[0006] The present invention solves the above technical problems through the following technical solutions: A rail transit vehicle regenerative braking control method comprises the following steps:

[0007] Obtain the maximum regenerative braking power of the locomotive and the power of the onboard braking resistor;

[0008] Obtain the maximum allowable charging current and maximum allowable charging voltage of the on-board energy storage device in real time;

[0009] Calculate in real time the maximum chargeable power request value of the on-board energy storage device according to the maximum allowable charging current and the maximum allowable charging voltage;

[0010] When the maximum rechargeable power request value calculated in real time is greater than or equal to the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve;

[0011] When the maximum rechargeable power request value calculated in real time is less than the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the real-time electric braking force is calculated, and the electric braking force of the locomotive is controlled according to the smaller of the real-time electric braking force and the electric braking force corresponding to the driver controller handle level signal, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve;

[0012] When the maximum rechargeable power request value calculated in real time is equal to 0, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the regenerative braking characteristic curve corresponding to the power of the on-board braking resistor.

[0013] Furthermore, the maximum rechargeable power request value is equal to the product of the maximum allowable charging current and the maximum allowable charging voltage.

[0014] Furthermore, the specific calculation formula of the real-time electric braking force is:

[0015] F = (P × 3.6) / v;

[0016] P = P1 + P2;

[0017] Among them, F is the real-time electric braking force, P1 is the maximum charging power request value, P2 is the power of the on-board braking resistor, and v is the current running speed of the vehicle.

[0018] Based on the same concept, the present invention also provides a rail transit vehicle regenerative braking control system, comprising an energy storage device, a traction motor, an on-board braking resistor, and a control module, wherein the control module is connected to the energy storage device, the traction motor, and the on-board braking resistor;

[0019] The control module is used to obtain the maximum regenerative braking power of the locomotive and the power of the on-board braking resistor; obtain the maximum allowable charging current and the maximum allowable charging voltage of the on-board energy storage device in real time, and calculate the maximum rechargeable power request value of the on-board energy storage device in real time based on the maximum allowable charging current and the maximum allowable charging voltage; control the electric braking force and regenerative braking power of the locomotive based on the real-time calculated maximum rechargeable power request value, the maximum regenerative braking power, the power of the on-board braking resistor and the controller level signal.

[0020] Furthermore, the energy storage device sends the maximum allowable charging current and the maximum allowable charging voltage to the control module via the vehicle network bus.

[0021] Furthermore, the control module is a separate controller or a traction brake controller.

[0022] Based on the same concept, the present invention also provides a rail transit vehicle, on which the rail transit vehicle regenerative braking control system as described above is provided.

[0023] Beneficial effects

[0024] Compared with the prior art, the advantages of the present invention are:

[0025] The present invention provides a rail transit vehicle and a regenerative braking control method and system. When the power of the on-board braking resistor is constant, the real-time regenerative braking power of the locomotive is adjusted according to the real-time maximum rechargeable power request value of the energy storage device, thereby ensuring the dynamic balance of the locomotive's regenerative braking power, that is, ensuring the dynamic balance between the regenerative braking power exerted by the locomotive, the power of the on-board braking resistor, and the rechargeable power of the energy storage device. This avoids the limitation of the fixed power of the on-board braking resistor on the exertion of the regenerative braking power and the limitation on the charging power of the energy storage device, thereby improving the utilization rate of the locomotive's regenerative braking energy.

[0026] The present invention ensures the maximum charging power of the energy storage device while taking into account that the regenerative braking energy of the locomotive can be consumed by the on-board braking resistor, will not exceed the carrying capacity of the on-board braking resistor, will not cause the on-board braking resistor to overheat, and will not cause an overvoltage fault of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only one embodiment of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0028] Figure 1 It is a schematic diagram of a vehicle power supply circuit in the background technology of the present invention;

[0029] Figure 2 This is a flow chart of a rail transit vehicle regenerative braking control method according to an embodiment of the present invention;

[0030] Figure 3 It is a structural block diagram of a rail transit vehicle regenerative braking control system in an embodiment of the present invention. DETAILED DESCRIPTION

[0031] The following is a clear and complete description of the technical solutions of the present invention in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts are within the scope of protection of the present invention.

[0032] The following specific embodiments are used to describe the technical solution of the present application in detail. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0033] like Figure 2 As shown, a rail transit vehicle regenerative braking control method provided by an embodiment of the present invention includes the following steps:

[0034] Step 1: Obtain the maximum regenerative braking power of the locomotive and the power of the onboard braking resistor;

[0035] Step 2: Obtain the maximum allowable charging current and maximum allowable charging voltage of the on-board energy storage device in real time;

[0036] Step 3: Calculate the maximum charging power request value of the on-board energy storage device in real time based on the maximum allowable charging current and the maximum allowable charging voltage;

[0037] Step 4: Control the electric braking force and regenerative braking power of the locomotive based on the maximum rechargeable power request value, maximum regenerative braking power, power of the on-board braking resistor, and the driver controller level signal calculated in real time.

[0038] In step 3, the maximum chargeable power request value is equal to the product of the maximum allowable charging current and the maximum allowable charging voltage.

[0039] In step 4, the electric braking force and regenerative braking power of the locomotive are controlled according to the maximum chargeable power request value, the maximum regenerative braking power, the power of the on-board braking resistor, and the driver controller level signal calculated in real time, as shown in Table 1, specifically including:

[0040] When the maximum rechargeable power request value calculated in real time is greater than or equal to the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve;

[0041] When the maximum rechargeable power request value calculated in real time is less than the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the real-time electric braking force is calculated, and the electric braking force of the locomotive is controlled according to the smaller of the real-time electric braking force and the electric braking force corresponding to the driver controller handle level signal, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve;

[0042] When the maximum rechargeable power request value calculated in real time is equal to 0, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the regenerative braking characteristic curve corresponding to the power of the on-board braking resistor.

[0043] In this embodiment, the specific calculation formula for the real-time electric braking force is:

[0044] F=(P×3.6) / v (1)

[0045] P=P1+P2 (2)

[0046] Among them, F is the real-time electric braking force, P1 is the maximum charging power request value, P2 is the power of the on-board braking resistor, and v is the current running speed of the vehicle.

[0047] Table 1 Logic for controlling the regenerative braking power of the locomotive

[0048]

[0049] In Table 1, P3 is the maximum regenerative braking power of the locomotive. The maximum regenerative braking power is the maximum value on the locomotive's regenerative braking characteristic curve. The maximum regenerative braking power characteristic curve and the regenerative braking characteristic curve corresponding to the power of the on-board braking resistor are both existing technologies.

[0050] like Figure 3 As shown, an embodiment of the present invention provides a rail transit vehicle regenerative braking control system, which includes an energy storage device, a traction motor, an on-board braking resistor and a control module. The control module is connected to the energy storage device, the traction motor and the on-board braking resistor.

[0051] The control module is used to obtain the maximum regenerative braking power of the locomotive and the power of the on-board braking resistor; obtain the maximum allowable charging current and the maximum allowable charging voltage of the on-board energy storage device in real time, and calculate the maximum rechargeable power request value of the on-board energy storage device in real time based on the maximum allowable charging current and the maximum allowable charging voltage; control the electric braking force and regenerative braking power of the locomotive based on the real-time calculated maximum rechargeable power request value, the maximum regenerative braking power, the power of the on-board braking resistor and the driver controller level signal.

[0052] In this embodiment, the electric braking force and regenerative braking power of the locomotive are controlled based on the maximum chargeable power request value, the maximum regenerative braking power, the power of the on-board braking resistor, and the driver controller level signal calculated in real time, specifically including:

[0053] When the maximum rechargeable power request value calculated in real time is greater than or equal to the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve;

[0054] When the maximum rechargeable power request value calculated in real time is less than the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the real-time electric braking force is calculated, and the electric braking force of the locomotive is controlled according to the smaller of the real-time electric braking force and the electric braking force corresponding to the driver controller handle level signal, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve;

[0055] When the maximum rechargeable power request value calculated in real time is equal to 0, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the regenerative braking characteristic curve corresponding to the power of the on-board braking resistor.

[0056] In this embodiment, the energy storage device sends the maximum allowable charging current and the maximum allowable charging voltage to the control module via the vehicle network bus, which is a CAN bus.

[0057] The above disclosure is only a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with this technical field can easily think of changes or modifications within the technical scope disclosed in the present invention, and they should all be covered by the scope of protection of the present invention.

Claims

1. A rail transit vehicle regenerative braking control method, characterized in that: The control method comprises the following steps: Obtain the maximum regenerative braking power of the locomotive and the power of the onboard braking resistor; Obtain the maximum allowable charging current and maximum allowable charging voltage of the on-board energy storage device in real time; Calculate in real time the maximum chargeable power request value of the on-board energy storage device according to the maximum allowable charging current and the maximum allowable charging voltage; When the maximum rechargeable power request value calculated in real time is greater than or equal to the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve; When the maximum rechargeable power request value calculated in real time is less than the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the real-time electric braking force is calculated, and the electric braking force of the locomotive is controlled according to the smaller of the real-time electric braking force and the electric braking force corresponding to the driver controller handle level signal, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve; When the maximum rechargeable power request value calculated in real time is equal to 0, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the regenerative braking characteristic curve corresponding to the power of the on-board braking resistor; The specific calculation formula of the real-time electric braking force is: ； ； in, For real-time electric braking force, is the maximum charging power request value, is the power of the on-board braking resistor, is the current speed of the vehicle.

2. The rail transit vehicle regenerative braking control method according to claim 1, characterized in that: The maximum chargeable power request value is equal to the product of the maximum allowable charging current and the maximum allowable charging voltage.

3. A rail transit vehicle regenerative braking control system, characterized in that: The control system includes an energy storage device, a traction motor, an on-board braking resistor and a control module, wherein the control module is connected to the energy storage device, the traction motor and the on-board braking resistor; The control module is used to obtain the maximum regenerative braking power of the locomotive and the power of the on-board braking resistor; Acquire the maximum allowable charging current and the maximum allowable charging voltage of the on-board energy storage device in real time, and calculate the maximum rechargeable power request value of the on-board energy storage device in real time based on the maximum allowable charging current and the maximum allowable charging voltage; The electric braking force and regenerative braking power of the locomotive are controlled based on the real-time calculated maximum chargeable power request value, maximum regenerative braking power, the power of the on-board braking resistor, and the driver controller level signal. Specifically, the control includes: When the maximum rechargeable power request value calculated in real time is greater than or equal to the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve; When the maximum rechargeable power request value calculated in real time is less than the difference between the maximum regenerative braking power and the power of the on-board braking resistor and is not zero, the real-time electric braking force is calculated, and the electric braking force of the locomotive is controlled according to the smaller of the real-time electric braking force and the electric braking force corresponding to the driver controller handle level signal, and the regenerative braking power of the locomotive is limited according to the maximum regenerative braking power characteristic curve; When the maximum rechargeable power request value calculated in real time is equal to 0, the electric braking force of the locomotive is controlled according to the level signal of the driver controller handle, and the regenerative braking power of the locomotive is limited according to the regenerative braking characteristic curve corresponding to the power of the on-board braking resistor; The specific calculation formula of the real-time electric braking force is: ； ； in, For real-time electric braking force, is the maximum charging power request value, is the power of the on-board braking resistor, is the current speed of the vehicle.

4. The rail transit vehicle regenerative braking control system according to claim 3, characterized in that: The energy storage device sends a maximum allowable charging current and a maximum allowable charging voltage to the control module via the vehicle network bus.

5. The rail transit vehicle regenerative braking control system according to claim 3, characterized in that: The control module is a separate controller or a traction brake controller.

6. A rail transit vehicle, characterized in that: The rail transit vehicle is provided with a rail transit vehicle regenerative braking control system according to any one of claims 3 to 5.

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