A rail transit power supply energy control method and system based on LCL and RPC

Abstract

The present invention discloses a rail transit power supply energy control method and system based on LCL and RPC, which can effectively solve the problem in the existing technology that harmonic control is difficult to effectively compensate for harmonics under the complex and changeable working conditions of high-speed trains. The specific technical solution is: analyze and obtain the harmonic change law and power compensation state of harmonics changing with the EMU and traction network; construct an LCL filter in a multiple RPC structure according to the law and obtain the resonant frequency; receive the user's production data according to the operating state of the traction power supply system model, and design the operating state into six types of locomotive working conditions; simulate the locomotive harmonic source model under different working conditions through the LCL filter to obtain simulation results; according to the simulation results, conduct experiments on the parameter algorithm of the LCL filter to obtain the target parameters and then embed them into the locomotive harmonic source model; analyze the harmonics and compensation power of the traction power supply system model according to the target parameters, obtain the results and build a visualization system.

Description

Technical Field

[0001] The present invention relates to the field of high-speed railway power technology, and in particular to a rail transit power supply energy control method and system based on LCL and RPC. Background Art

[0002] EMUs are the primary traction load on high-speed railways. Their operation generates significant harmonic currents, severely impacting grid power quality. Harmonic currents not only waste energy but also adversely affect other power equipment and communication systems, even triggering harmonic resonance, threatening the safe and reliable operation of trains. They also waste energy during braking.

[0003] At present, there are many studies on harmonic current and energy compensation calculations at home and abroad. Simulation programs can roughly simulate the actual operating conditions of trains through the construction and architecture of various electrical components. They can basically reflect the power quality-related data such as harmonic current, power and imbalance during the operation process. However, they have certain imperfections and lack the complete modeling of all components and equipment of real trains.

[0004] In existing technology, TSC technology has been used in RPC devices. While its operating principle is simple and its effectiveness is relatively good, the operating conditions of high-speed trains are extremely complex and changeable, resulting in highly variable harmonic dynamic characteristics. Furthermore, rapid changes in harmonic injection locations lead to variations in the system's harmonic transmission characteristics. Consequently, conventional harmonic mitigation systems struggle to effectively compensate for harmonics. Summary of the Invention

[0005] The present invention provides a method and system for controlling rail transit power supply energy based on LCL and RPC, which can solve the problem in the prior art that harmonic control is difficult to effectively compensate for harmonics under complex and changeable high-speed train operating conditions. The technical solution is as follows:

[0006] According to a first aspect of an embodiment of the present invention, a method for controlling rail transit power supply energy based on LCL and RPC is provided, the method comprising:

[0007] Analyze the grid harmonics and power compensation issues of the EMU and traction network of the traction power supply system model, and obtain the harmonic change law and power compensation status of the harmonics as the EMU and traction network change;

[0008] Constructing an LCL filter in a multiplexed RPC structure according to the harmonic variation law and obtaining the resonant frequency;

[0009] receiving production data from a user according to the operating state of the traction power supply system model, and designing the operating state into six types of locomotive operating conditions;

[0010] Simulating the locomotive harmonic source model under the six types of locomotive operating conditions by using the LCL filter to obtain simulation results;

[0011] Experimenting on the parameter algorithm of the LCL filter based on the simulation results and the resonant frequency, obtaining target parameters through a variable neighborhood search algorithm, verifying the rationality of the target parameters, and if reasonable, embedding the target parameters into the locomotive harmonic source model;

[0012] Performing harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain the harmonic and compensation power results;

[0013] A visualization system is constructed for the harmonics and compensation power results and the power compensation status under the different locomotive operating conditions.

[0014] The rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention first analyzes the grid harmonics and power compensation problems of the EMU and traction network of the traction power supply system model, and obtains the harmonic change law and power compensation status of the harmonics changing with the EMU and traction network; constructs an LCL filter in the multiple RPC structure according to the harmonic change law, and obtains the resonant frequency; receives the user's production data according to the operating state of the traction power supply system model, and designs the operating state into six types of locomotive operating conditions; simulates the locomotive harmonic source model under the six types of locomotive operating conditions through the LCL filter to obtain simulation results; then, based on the simulation results and the resonant frequency, experiments are conducted on the parameter algorithm of the LCL filter, and the target parameters are obtained through a variable neighborhood search algorithm to verify the rationality of the target parameters. If reasonable, the target parameters are embedded in the locomotive harmonic source model; harmonic and compensation power analysis is performed on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain harmonic and compensation power results; finally, a visualization system is constructed for the harmonic and compensation power results and power compensation status under different locomotive operating conditions. The method of the present invention can effectively analyze and control the negative sequence current and harmonic wave problems generated during high-speed rail operation, reduce the damage of negative sequence current to the traction power supply system and EMU equipment, extend the service life of the equipment, and reduce maintenance costs; reduce the impact of harmonics on the public power grid and train electrical equipment, reduce power loss, improve power utilization, and save energy; improve the power supply quality and reliability of the traction power supply system, reduce power supply failures, and ensure the normal operation of the high-speed rail.

[0015] As a further solution of the present invention, analyzing the grid harmonics and power compensation issues of the EMU and traction network in the traction power supply system model to obtain the harmonic variation pattern and power compensation status of the harmonics as the EMU and traction network vary, specifically includes the following steps:

[0016] When the working condition of the EMU changes, obtaining the corresponding characteristics of the harmonics and obtaining the harmonic change law;

[0017] The compensation power of the active and reactive power on the grid side of the RPC device currently equipped by the EMU is obtained to obtain the power compensation state.

[0018] As a further solution of the present invention: constructing an LCL filter in the multiple RPC structure according to the harmonic change law and obtaining the resonant frequency specifically includes:

[0019] According to the harmonic change law, a harmonic control solution combined with the RPC device is adopted, and an LCL filter is installed inside the RPC device to perform frequency scanning analysis to obtain the impedance and resonant frequency of the LCL filter; the impedance of the LCL filter includes the impedance of a single-tuned filter and the impedance of a passive damping method LCL filter.

[0020] As a further aspect of the present invention, the impedance of the single-tuned filter is calculated using the following formula:

[0021]

[0022] w=2πf

[0023]

[0024] Among them, Z s Represents the impedance of a single-tuned filter, R s is the resistance of the single tuned filter, w is the angular frequency, L is the inductance of the single tuned filter, C s is the capacitance of the single tuned filter, j is the imaginary part;

[0025] The impedance of the passive damping LCL filter is calculated using the following formula:

[0026]

[0027] X1=R+jwL1

[0028]

[0029] X3=jwL2

[0030] Among them, Z lcl is the impedance of the passive damping LCL filter, L1 is the first capacitor of the LCL filter, L2 is the second capacitor of the LCL filter, R is the resistance of the LCL filter, C is the capacitance of the LCL filter, X1 is the impedance of the resistor in series with the inductor L1, X2 is the impedance of the capacitor C in the LCL filter, X3 is the impedance of the inductor L2, and w is the angular frequency;

[0031] The resonant frequency is calculated by the following formula:

[0032]

[0033] Among them, f res is the resonant frequency, L1 is the first capacitor of the LCL filter, L2 is the second capacitor of the LCL filter, and C is the capacitance of the LCL filter.

[0034] As a further embodiment of the present invention, the production data includes: a three-phase system voltage of 220 kV, a traction substation capacity of 40 MW, a traction substation transformer ratio of 220:27.5, an automatic transmission (AT) capacity of 40 MW, and a total simulation duration of 2 seconds; a traction substation wiring method of V / V, with three phases and ground connected separately; the traction network is powered by the AT; the traction network voltage is 27.5 kV; the connection time under regenerative braking is 1.00 seconds; and the voltage is a rated 3000 V.

[0035] The six types of locomotive operating conditions include: operating condition 1 is single left-side traction and right-side braking; operating condition 2 is double traction, with both power supply arms on both sides in traction operation; operating condition 3 is left-side braking and right-side traction; operating condition 4 is double-row braking, with both power supply arms on both sides in braking; operating condition 5 is single traction on the left and no vehicle on the right; operating condition 6 is single braking on the left and no vehicle on the right.

[0036] As a further solution of the present invention, simulating the locomotive harmonic source model under the six types of locomotive operating conditions by using the LCL filter to obtain simulation results specifically includes the following steps:

[0037] The CRH2 traction power supply simulation model and the RPC energy compensation device model are used to simulate the locomotive grid-side current, voltage and phase relationship under six types of locomotive operating conditions. The simulated structure is then used to analyze the total harmonic content THD of the grid-side current using the simulation system's double FFT harmonic analysis method.

[0038] As a further solution of the present invention, performing harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain the harmonic and compensation power results specifically includes the following steps:

[0039] By controlling the locomotive running state simulation and analyzing, the stable harmonic at 0.08s is taken, the harmonic content of each locomotive working condition is horizontally compared, the harmonic data is analyzed, and the compensation power, negative sequence imbalance, power factor, etc. are calculated to obtain the harmonic and compensation power results;

[0040] The LCL filter parameter system is used for filtering. The parameter setting is calculated and assigned by the VNS algorithm. The external single-tuned filter uses ordinary parameters, which are C s =1.014uF, L1=18.4Mh, R=80Ω.

[0041] As a further solution of the present invention: the harmonics and compensation power results are calculated by the following calculation equation:

[0042]

[0043]

[0044] Among them, the three-phase voltage on the high-voltage side of the traction transformer is u A 、u B 、u C , the secondary side traction conductor voltage is u α and u β , let phase A be the reference voltage, then the reference vector is u A (t) = sin(ωt), the load current of the two arms is i α_l 、i β_l , I α_lf with I β_lf is the fundamental amplitude, I α_lh with I β_lh is the hth harmonic amplitude, θ α and θ β is the phase difference, inductive is negative, capacitive is positive, θ α_h ,θ β_h is the initial phase angle of the corresponding harmonics on both sides of α and β, I′ p 、I' α_p 、I' β_p is the active current amplitude after active power transfer balance, i' α 、i' β is the compensation current on both sides, is the current compensation signal on both sides, P is active power, Q is reactive power, U α and U β is the voltage amplitude of the power supply arm, and is the current reference amplitude, ψ α and ψ β is the phase angle of the corresponding power supply arm.

[0045] As a further solution of the present invention, the visualization system for the harmonics and compensation power results and the power compensation status under the different locomotive operating conditions includes:

[0046] The parameter algorithm is combined with the locomotive harmonic source model through a GUI, so that the target parameters and the power compensation state obtained by the parameter algorithm are given to the locomotive harmonic source model through an interface to build a visualization system.

[0047] On this basis, a sub-interface is set up to calculate energy compensation using theoretical algorithms. The data of the simulation results can be input into the sub-interface to obtain the corresponding theoretical compensation results for users to compare and understand on the main interface.

[0048] This application uses a user interface design that displays specific active and reactive compensation power figures, visualizing voltage and current imbalance and grid-side current. Users can intuitively view the three-phase current waveforms of the traction grid and understand the real-time changes in power factor and voltage imbalance as the train simulates operation, without relying on separate experimental operations.

[0049] According to a second aspect of an embodiment of the present invention, a rail transit power supply energy control system based on LCL and RPC is provided, comprising: a first analysis module, a construction module, a design module, a simulation module, a calculation module, a second analysis module, and a display module;

[0050] The first analysis module is used to analyze the grid harmonics and power compensation issues of the EMU and traction network of the traction power supply system model, and obtain the harmonic change law and power compensation status of the harmonics as the EMU and traction network change;

[0051] The construction module is used to construct an LCL filter in the multiple RPC structure according to the harmonic change law and obtain the resonant frequency;

[0052] The design module is used to receive the user's production data according to the operating state of the traction power supply system model, and design the operating state into six types of locomotive operating conditions;

[0053] The simulation module is used to simulate the locomotive harmonic source model under the six types of locomotive operating conditions through the LCL filter to obtain simulation results;

[0054] The calculation module is used to experiment with the parameter algorithm of the LCL filter according to the simulation results and the resonant frequency, obtain target parameters through a variable neighborhood search algorithm, verify the rationality of the target parameters, and if reasonable, embed the target parameters into the locomotive harmonic source model;

[0055] The second analysis module is configured to perform harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain the harmonic and compensation power results;

[0056] The display module is used to construct a visualization system for the harmonics and compensation power results and the power compensation status under the different locomotive operating conditions.

[0057] The rail transit power supply energy control system based on LCL and RPC provided by the embodiment of the present invention includes a first analysis module, a construction module, a design module, a simulation module, a calculation module, a second analysis module, and a display module; the first analysis module analyzes the grid harmonics and power compensation problems of the EMU and the traction network of the traction power supply system model, and obtains the harmonic change law and power compensation state of the harmonics changing with the EMU and the traction network; the construction module constructs an LCL type filter in the multiple RPC structure according to the harmonic change law and obtains the resonant frequency; the design module receives the user's production data according to the operating state of the traction power supply system model, and designs the operating state The invention provides a method for analyzing and treating the negative sequence current and harmonic wave problems generated during high-speed rail operation, and can reduce the damage of negative sequence current to traction power supply system and EMU equipment, extend the service life of equipment and reduce maintenance cost; reduce the impact of harmonics on public power grid and train electrical equipment, reduce power loss, improve power utilization and save energy; improve the power supply quality and reliability of traction power supply system, reduce power supply failure and ensure the normal operation of high-speed rail.

[0058] According to a third aspect of an embodiment of the present invention, a rail transit power supply energy control device based on LCL and RPC is provided, and the rail transit power supply energy control device based on LCL and RPC includes a processor and a memory, and the memory stores at least one computer instruction, and the instruction is loaded and executed by the processor to implement the steps performed in any of the above-mentioned rail transit power supply energy control methods based on LCL and RPC.

[0059] According to a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the storage medium stores at least one computer instruction, and the instruction is loaded and executed by a processor to implement the steps performed in any of the above-mentioned methods for controlling rail transit power supply energy based on LCL and RPC.

[0060] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0062] Figure 1 Flowchart of a rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0063] Figure 2 The grid-side three-phase harmonic distribution of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0064] Figure 3 An equivalent circuit diagram of a rail transit power supply energy control method based on LCL and RPC with a filter added provided in an embodiment of the present invention;

[0065] Figure 4 The grid-side voltage harmonic level under traction conditions of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0066] Figure 5 Current harmonic distribution under dual traction conditions of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0067] Figure 6 Current harmonic distribution under regenerative braking conditions of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0068] Figure 7 The grid-side voltage harmonic level under braking conditions of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0069] Figure 8 An algorithm flow chart of the VNS algorithm for automatically optimizing LCL filter parameters in the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0070] Figure 9 The multi-condition current harmonic content rate of the traction network side of the rail transit power supply energy control method based on LCL and RPC provided in the embodiment of the present invention;

[0071] Figure 10 The voltage harmonic content rate under multiple working conditions on the traction network side of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0072] Figure 11 The current harmonic distribution over time of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0073] Figure 12 The voltage harmonic distribution over time of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0074] Figure 13 A data analysis diagram of the system construction of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0075] Figure 14 GUI interface diagram of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0076] Figure 15 GUI interface diagram of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0077] Figure 16 GUI interface diagram of the rail transit power supply energy control method based on LCL and RPC provided by an embodiment of the present invention;

[0078] Figure 17 The result interface of common optimization compensation in the GUI of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0079] Figure 18 An explanation of the RPC energy compensation principle in the GUI of the rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention;

[0080] Figure 19 This is a structural diagram of the rail transit power supply energy control system based on LCL and RPC provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0081] Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. In the following description, when referring to the drawings, like numbers in different figures represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present invention. Rather, they are merely examples of systems and methods consistent with certain aspects of the present invention, as detailed in the appended claims.

[0082] The embodiment of the present invention provides a rail transit power supply energy control method based on LCL and RPC, such as Figure 1 As shown, the following steps are included:

[0083] Step 101: Analyze the power grid harmonics and power compensation issues of the EMU and traction network in the traction power supply system model to obtain the harmonic variation law and power compensation status of the harmonics as the EMU and traction network vary.

[0084] Generally speaking, locomotives are the primary source of harmonics. The traction network is a complex power supply network comprised of multiple irregular conductors, including contact wires, catenary cables, feeder lines, and rails. This network has significant distributed capacitance and inductance between the power lines. When these distributed capacitance and inductance match the impedance of other system devices at a certain frequency, a system resonance point is formed. This resonance can also occur during RPC energy compensation. When the harmonic currents generated during EMU operation roughly coincide with the resonance point, high-frequency resonance occurs, causing unstable train operation and energy loss.

[0085] In one embodiment, the grid harmonics and power compensation issues of the EMU and traction network in the traction power supply system model are analyzed to obtain the harmonic variation pattern and power compensation status of the harmonics as the EMU and traction network change. Specifically, the following steps are included:

[0086] When the working condition of the EMU changes, the corresponding harmonic characteristics are obtained to obtain the harmonic change law;

[0087] Obtain the active and reactive compensation power of the grid side by the RPC device currently equipped on the EMU, and obtain the power compensation status.

[0088] Specifically, this embodiment analyzes and obtains the power compensation state, which is in line with the industrial needs of users and is conducive to the subsequent construction of a visualization system for convenient and quick use by users.

[0089] according to Figure 2 Analysis shows that high-frequency harmonics are primarily distributed around the 53rd and 94th harmonics. Under dual-train traction conditions, amplification of high-frequency harmonic currents around the 90th harmonic is particularly pronounced. This is due to the resonance caused by the converter carrier modulation signal, which is 90*50=4500 Hz, and the similar operating frequencies. The most significant difference in load current measurement occurs around the 8th harmonic under both fully loaded traction and fully loaded regenerative braking conditions, indicating that regenerative braking has a greater impact on load current. When the load conditions differ, under conditions 1 and 3, the current harmonic distribution indicates that the α-side traction exhibits amplification of the 52nd harmonic, while the β-side traction exhibits lower harmonic content around the 50th harmonic. These harmonic characteristics provide a basis for further investigation into the differences between different operating conditions and demonstrate the positive impact of regenerative braking energy on energy compensation.

[0090] During the simulation operation, the harmonic fluctuations generated by harmonic impedance during filtering cannot be ignored. Therefore, when designing the harmonic control solution, this application comprehensively considers the influence of multiple aspects and multiple working conditions, and defines the filtering effect in combination with the harmonic standards of the power grid in Table 1.

[0091] Table 1 Harmonic standards for power grid

[0092]

[0093] Step 102: construct an LCL filter in the multiplexed RPC structure according to the harmonic variation rule, and obtain the resonant frequency.

[0094] Specifically, when the LCL filter is installed on the RPC and the single tuner is installed on the grid side for frequency scanning, the traction power supply system can be equivalent to the following: Figure 3 The equivalent circuit is shown.

[0095] In one embodiment, an LCL filter is constructed in a multiplexed RPC structure according to a harmonic variation rule, and a resonant frequency is obtained, specifically including:

[0096] According to the law of harmonic change, a harmonic control scheme combined with the RPC device is adopted. The LCL filter is installed inside the RPC device and a frequency scanning analysis is performed to obtain the impedance and resonant frequency of the LCL filter. The impedance of the LCL filter includes the impedance of the single-tuned filter and the impedance of the passive damping method LCL filter.

[0097] In one embodiment, the impedance of a single tuned filter is calculated by the following formula:

[0098]

[0099] w=2πf

[0100]

[0101] Among them, Z s Represents the impedance of a single-tuned filter, R s is the resistance of the single tuned filter, w is the angular frequency, L is the inductance of the single tuned filter, C s is the capacitance of the single tuned filter, j is the imaginary part;

[0102] The impedance of the passive damping LCL filter is calculated using the following formula:

[0103]

[0104] X1=R+jwL1

[0105]

[0106] X3=jwL2

[0107] Among them, Z lcl is the impedance of the passive damping LCL filter, L1 is the first capacitor of the LCL filter, L2 is the second capacitor of the LCL filter, R is the resistance of the LCL filter, C is the capacitance of the LCL filter, X1 is the impedance of the resistor in series with the inductor L1, X2 is the impedance of the capacitor C in the LCL filter, X3 is the impedance of the inductor L2, and w is the angular frequency;

[0108] The resonant frequency is calculated using the following formula:

[0109]

[0110] Among them, f res is the resonant frequency, L1 is the first capacitor of the LCL filter, L2 is the second capacitor of the LCL filter, and C is the capacitance of the LCL filter.

[0111] Step 103: Receive the user's production data according to the operating status of the traction power supply system model, and design the operating status into six types of locomotive operating conditions.

[0112] In one embodiment, the production data includes: a three-phase system voltage of 220 kV, a traction substation capacity of 40 MW, a traction substation transformer ratio of 220:27.5, an automatic transmission (AT) capacity of 40 MW, and a total simulation duration of 2 seconds; a traction substation wiring method of V / V, with three phases connected and grounded separately; the traction grid supplies power to the AT; the traction grid voltage is 27.5 kV; the connection time under regenerative braking is 1.00 seconds; and the voltage is a rated 3000 V.

[0113] The six types of locomotive operating conditions include: operating condition 1 is single traction on the left side and braking on the right side; operating condition 2 is double traction, with both power supply arms on both sides operating in traction; operating condition 3 is braking on the left side and traction on the right side; operating condition 4 is double braking, with both power supply arms on both sides braking; operating condition 5 is single traction on the left side and no car on the right side; operating condition 6 is single braking on the left side and no car on the right side.

[0114] Generally, considering the line loss on the low-voltage side of the traction network when the locomotive is running, the locomotive power supply voltage will be increased by 10% to compensate for the voltage level, that is, 25x(1+10%)=27.5kV. Combined with the equipment electrical parameters of a domestic traction substation, the simulation parameters are configured as shown in Table 2.

[0115] Table 2 Simulation parameter configuration table

[0116] System parameters value Three-phase system voltage / kV 220 Traction substation capacity / MW 40 Transformer ratio of traction substation 220:27.5 RPC side voltage / kV 3.88 AT capacity MW 40 Simulation time / s 2

[0117] The traction substation uses a V / V connection, with phases AB and BC connected on the primary side and the neutral point grounded on the secondary side. The traction grid supplies power to the AT. By opening and closing circuit breakers, a train transit is simulated. The traction grid voltage is maintained at 27.5 kV, ensuring that the train operates normally within the traction power supply system.

[0118] Combining the locomotive model and traction power supply system, six locomotive operating conditions are designed to carry out grid-side negative sequence and harmonic analysis. The operating condition description can be found in Table 3.

[0119] Table 3 Working Condition Description

[0120] Working conditions Simulation time Working conditions description Working condition 1 0.2s-0.5s α traction-β braking, traction on the left, braking on the right Working condition 2 0.5s-0.7s Double-row traction Working condition 3 0.7s-1.0s α braking-β traction, braking on the left, traction on the right Working condition 4 1.0s-1.2s Double row brake Working condition 5 1.2s-1.5s Left side towing, right side unloaded Working condition 6 1.5s-2.0s Left side braked, right side unloaded

[0121] Step 104 : Simulate the locomotive harmonic source model under six types of locomotive operating conditions through an LCL filter to obtain simulation results.

[0122] In one embodiment, a locomotive harmonic source model under six types of locomotive operating conditions is simulated using an LCL filter to obtain simulation results, specifically including the following steps:

[0123] The CRH2 traction power supply simulation model and the RPC energy compensation device model are used to simulate the locomotive grid-side current, voltage and phase relationship under six types of locomotive operating conditions. The simulated structure is then used to analyze the total harmonic content THD of the grid-side current using the simulation system's double FFT harmonic analysis method.

[0124] Specifically, the CRH2 (CRH380AL) traction power supply simulation model and the RPC energy compensation device model are used to verify the correctness and adaptability of the model. The locomotive grid-side voltage and current and their phase relationship under traction and regenerative braking conditions are simulated respectively. The double FFT harmonic analysis method is used to analyze the total harmonic content THD of the grid-side current and the harmonic content of the control voltage. Figure 4 , Figure 5 , Figure 6 , Figure 7 . Figure 5 、 Figure 6 The current harmonic distribution and Figure 4 and Figure 7 The voltage harmonic distribution trend of the CRH2 EMU is basically the same. The higher-order harmonics are mainly distributed around the 55th order, which means that most of the resonance points near the system are around the 55th order, resulting in the amplification of the voltage harmonics.

[0125] The harmonic distributions of the two operating conditions, traction and regenerative braking, show certain similarities. Low-order harmonics are primarily concentrated in odd-order frequencies, such as the lower 3rd, 5th, and 7th orders. During locomotive operation, some nonlinear devices within the locomotive generate harmonics, which contribute to their generation and distribution. Under rated load conditions, the harmonic distortion rate is within the normal range. However, during regenerative braking, the grid-side voltage and current are in opposite directions. At this point, the converter acts as an inverter, outputting negative power in the reverse direction. Verification has shown that the harmonic content and voltage levels are consistent with theoretical analysis results, demonstrating that the model meets requirements.

[0126] Step 105: Experiment on the parameter algorithm of the LCL filter based on the simulation results and the resonant frequency, obtain the target parameters through the variable neighborhood search algorithm, verify the rationality of the target parameters, and if reasonable, embed the target parameters into the locomotive harmonic source model.

[0127] Specifically, LCL filter is used to improve harmonics. The parameter setting relies on the variable neighborhood search algorithm (VNS) for intelligent calculation and assignment to the simulation program. The full name of the VNS intelligent algorithm is the variable neighborhood search algorithm. The algorithm flow chart is used in the scheduling of this method as follows: Figure 8 As shown in Figure 2, the single-tuned filter is assigned with ordinary parameters.

[0128] Common parameters of single tuned filter: C1 = 1.014uF; L1 = 18.4mh; R = 80Ω.

[0129] The results show that the filtering scheme eliminates most harmonics, and the traction network THDu is reduced from 4.39% to 2.11%. Although the LCL type filter filters out most high-frequency components, the harmonic components of the 23rd and 25th harmonics are still prominent. The following is a demonstration of the filtering of the traction side voltage waveform. Figure 10 . Figure 9 This shows the harmonic distribution under different operating conditions. The main difference is that low-order harmonics are concentrated in the 1st to 10th order, while high-order harmonics are concentrated in the 50th to 60th order. It can be found that when the double braking condition is in operation, the harmonic distribution is significantly different from that in other conditions.

[0130] The waveform results show that the voltage waveform is smoother and has lower harmonic content after the filter is applied. Next, the voltage level and harmonic content on the traction grid side are compared. Finally, the filtering results for all operating conditions are summarized in Table 4 as follows:

[0131] Table 4 Summary of filtering results for all working conditions

[0132]

[0133]

[0134] The table shows that this solution's filtering efficiency is superior to that of existing solutions without filtering. It also maintains good filtering efficiency even when operating conditions vary. This demonstrates the solution's adaptability and promising application prospects for harmonic control in high-voltage, high-current environments. Step 106: Perform harmonic and compensation power analysis for different locomotive operating conditions in the traction power supply system model based on target parameters to obtain harmonic and compensation power results.

[0135] In one embodiment, harmonic and compensation power analysis is performed on different locomotive operating conditions of a traction power supply system model according to target parameters to obtain harmonic and compensation power results, specifically including the following steps:

[0136] By controlling the locomotive's operating state simulation and analyzing it, the stable harmonic at 0.08s is taken, and the harmonic content of each locomotive operating condition is compared horizontally. The harmonic data is analyzed, and the compensation power, negative sequence imbalance, power factor, etc. are calculated to obtain the harmonic and compensation power results.

[0137] The LCL filter parameter system is used for filtering. The parameter setting is calculated and assigned by the VNS algorithm. The external single-tuned filter uses ordinary parameters, which are C s =1.014uF, L1=18.4mh, R=80Ω.

[0138] In this embodiment, combined with the working conditions, by controlling the locomotive running state simulation, take working condition 1 as an example: α traction-β braking, left traction, right braking, the upward α power supply arm has a train passing, the downward β power supply arm has a train braking, the generated current and voltage harmonic distribution can be referred to Figure 11 、 Figure 12 It can be concluded that as the simulation time increases, the current harmonics within the 10th order gradually decrease and stabilize. The number of high-order voltage harmonics also maintains a basically stable trend and does not fluctuate dramatically over time.

[0139] In order to describe the harmonic data under various working conditions in more detail, the stable harmonics at 0.08s are taken. Under all working conditions, the harmonic characteristics of the two-phase voltage side are generally the same as Figure 2 The harmonic distribution of the locomotive harmonic source coupled to the traction network matches that of the locomotive. Under most operating conditions, high-frequency harmonics are concentrated around harmonic 58. During single-train braking, high-frequency harmonic currents around harmonics 56-62 increase significantly. The greatest difference between double-train traction and double-train braking conditions occurs in harmonics 4-11, with double-braking conditions exceeding double-traction, indicating that braking conditions have a more significant impact on the traction network. These harmonic characteristics provide a foundation for subsequent research into the differences between different operating conditions, as shown in Table 5.

[0140] Table 5 Harmonic characteristics comparison table

[0141]

[0142]

[0143] It can be seen from Table 5 that under the left-traction and right-braking operating condition, since the train state has just changed, the harmonic content at the time of connection is relatively large. Overall, it shows the characteristic of large harmonics during simultaneous traction and braking conditions. In particular, the left-traction and right-braking operating condition produces a slightly larger harmonic fluctuation, with a drop of 54.2%. There are also significant differences in the harmonic content rate. For example, when the α power supply arm is in the traction condition, the harmonic content is significantly higher than other conditions, and the harmonic content is highest during double-row braking. The experimental results show that the harmonic content under various operating conditions has good discrimination, and when the braking condition is dominant, the THDi / THDu harmonic content is significantly increased compared to the traction condition. This result meets the requirements of feature classification and can be used for classification analysis of different data. In one embodiment, the harmonic and compensation power results are calculated using the following calculation equations:

[0144]

[0145]

[0146] Among them, the three-phase voltage on the high-voltage side of the traction transformer is u A 、u B 、u C , the secondary side traction conductor voltage is u α and u β , let phase A be the reference voltage, then the reference vector is u A (t) = sin(ωt), the load current of the two arms is i α_l 、i β_l , I α_lf with I β_lf is the fundamental amplitude, I α_lh with I β_lh is the hth harmonic amplitude, θ α and θ β is the phase difference, inductive is negative, capacitive is positive, θ α_h ,θ β_h is the initial phase angle of the corresponding harmonics on both sides of α and β, I′ p 、I' α_p 、I' β_p is the active current amplitude after active power transfer balance, i' α 、i' β is the compensation current on both sides, is the current compensation signal on both sides, P is active power, Q is reactive power, U α and U βis the voltage amplitude of the power supply arm, and is the current reference amplitude, ψ α and ψ β is the phase angle of the corresponding power supply arm.

[0147] Step 107: Build a visualization system for the harmonics and compensation power results and power compensation status under different locomotive operating conditions.

[0148] In one embodiment, building a visualization system for harmonics and compensation power results and power compensation status under different locomotive operating conditions includes:

[0149] By combining the parameter algorithm with the locomotive harmonic source model through the GUI, the target parameters and power compensation status obtained by the parameter algorithm are assigned to the locomotive harmonic source model through the interface to build a visualization system. The power compensation results can help users achieve better visualization of RPC power management.

[0150] In actual use, with the continuous evolution of big data storage and analysis technology, the power quality analysis technology based on this has created a favorable technical environment for the management and exploration of electrified railway measured data. As for the measured power quality data of electrified railways, a robust, diverse and open data management and analysis system can be constructed to put the theoretical model proposed in this article into practical application, effectively assisting staff in the actual operation of electrified railway power quality measured data to a rapid and efficient standardization, and carry out multi-dimensional data analysis and statistics, reducing human resource costs and promoting the efficient implementation of power quality supervision, analysis and governance work. Traditional power compensation requires professional equipment such as power analyzers for measurement, which is costly and cumbersome to operate. Through the system and platform, users can obtain more intuitive and visual system results.

[0151] In order to better assign filter parameters according to different working conditions, and to make energy compensation and current more visual, a GUI interface is designed to provide users with intuitive data. Figure 13 This is a design flow chart for the power control data analysis system. This system includes database analysis, waveform analysis, and power quality analysis modules. Database analysis includes three-phase data analysis, power factor analysis, and harmonic current analysis. The three data analysis and power factor analysis can be referred to Figure 14 The user interface provides a user-friendly interface diagram, allowing users to directly view system data through text and numerical descriptions. Waveform analysis includes three-phase voltage and current waveform analysis, voltage imbalance waveform analysis, and power factor waveform analysis, all of which can be viewed directly through the waveform module. Power quality analysis includes analysis of active and reactive compensation power, all of which can be obtained directly through the interface system.

[0152] The database is the core of the interconnected information of massive electric railway measured data. Its architecture must be constructed to meet the specific needs of power quality analysis and evaluation. At the same time, appropriate methods should be used to plan the conceptual model and logical model of the database. Figure 14 This is the ER model of the database. From the above functional architecture analysis, we can see that the electrified railway measurement database needs to include the following basic data:

[0153] Electric energy data: load voltage value, load current value, three-phase voltage value, negative sequence current, three-phase current value, negative sequence imbalance, voltage imbalance and current imbalance.

[0154] Harmonic data: harmonic content rate, THD of each harmonic, amplitude of each harmonic, DC component, current harmonics under different operating conditions, voltage harmonics under different operating conditions, and three-phase current harmonic values.

[0155] The above data are stored in the workspace in real time through the operation of the simulation model, and then the workspace data are extracted and reflected in the database.

[0156] Data visualization is a key application method in big data analysis. It is a form of analysis that helps people understand complex information conveniently and quickly. This patent describes some data visualization methods and visualization design planning in the website development process. Conventional visualization methods include line charts, bar charts, column charts, pie charts, scatter charts, area charts, geographic bubble charts, pivot tables and tree diagrams, etc. In actual application, data visualization operations should be carried out according to different data requirements. For example, bar charts and vertical waterfall charts are suitable for comparing different categories of data; column charts and curve charts are conducive to presenting the changes of key indicators over time. Therefore, choosing the right visualization method will play an extremely subtle role in website construction. The visualization arrangement of the functional modules of each part of this method is as follows. Figure 15 shown.

[0157] The logical model represents the logical structure of the data and plays a key role in the data warehouse construction process. During database construction, two-dimensional tables are typically used to represent the relationships between data. A two-dimensional table is composed of a series of attributes. Tables 6 and 7 present the database information.

[0158] Table 6 Fundamental wave data table

[0159]

[0160]

[0161] Table 7 Fundamental wave data table

[0162]

[0163] according to Figure 16 、 17 , 18, we can see the interface design appearance, as well as the traditional algorithm results of the sub-interface. By clicking on the compensation principle diagram, we can understand the compensation principle of RPC. Figure 16 There are function modules of guide module, simulation module and traditional algorithm entrance. In the guide module, click on return to the previous layer to return to the main interface, click on notes to understand the operation process of the simulation software, and click on working principle to display the principle process of the RPC device. In the simulation module, first click on the "Calculate LCL parameters" button to calculate the LCL filter parameters of the simulation file, and output the results to the L1, L2, C1, Rd columns, then click on start simulation, the results will be displayed in the editor below, the running results are shown in the figure Figure 17 Click the Compensation Calculation button in the function module to enter the following Figure 18 The non-simulation calculation interface shown here allows for a simple comparison with the simulation algorithm, allowing users to gain a preliminary understanding of the differences. Figure 18 It is embedded in the system interface and will be displayed when clicking on the compensation principle, so that users can directly understand the compensation mechanism of RPC.

[0164] The rail transit power supply energy control method based on LCL and RPC provided in an embodiment of the present invention first analyzes the grid harmonics and power compensation problems of the EMU and traction network of the traction power supply system model, and obtains the harmonic change law and power compensation status of the harmonics changing with the EMU and traction network; constructs an LCL filter in the multiple RPC structure according to the harmonic change law, and obtains the resonant frequency; receives the user's production data according to the operating state of the traction power supply system model, and designs the operating state into six types of locomotive operating conditions; simulates the locomotive harmonic source model under the six types of locomotive operating conditions through the LCL filter to obtain simulation results; then, based on the simulation results and the resonant frequency, experiments are conducted on the parameter algorithm of the LCL filter, and the target parameters are obtained through a variable neighborhood search algorithm to verify the rationality of the target parameters. If reasonable, the target parameters are embedded in the locomotive harmonic source model; harmonic and compensation power analysis is performed on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain harmonic and compensation power results; finally, a visualization system is constructed for the harmonic and compensation power results and power compensation status under different locomotive operating conditions. The method of the present invention can effectively analyze and control the negative sequence current and harmonic wave problems generated during high-speed rail operation, reduce the damage of negative sequence current to the traction power supply system and EMU equipment, extend the service life of the equipment, and reduce maintenance costs; reduce the impact of harmonics on the public power grid and train electrical equipment, reduce power loss, improve power utilization, and save energy; improve the power supply quality and reliability of the traction power supply system, reduce power supply failures, and ensure the normal operation of the high-speed rail.

[0165] The present invention combines a self-built traction power supply system model with a multiple RPC structure to obtain a richer range of train operating conditions. It analyzes in detail the harmonic current and energy compensation problems caused by locomotive traction braking on the grid side under various operating conditions, and optimizes the LCL filter parameters from a multi-operating condition perspective to perform harmonic control. The present invention can effectively control harmonic problems, reduce hidden dangers in the safe and stable operation of public power grids and trains, and improve energy utilization.

[0166] Based on the above Figure 1 The rail transit power supply energy control method based on LCL and RPC described in the corresponding embodiment is the following system embodiment of the present invention, which can be used to execute the method embodiment of the present invention.

[0167] The embodiment of the present invention provides a rail transit power supply energy control system based on LCL and RPC, such as Figure 19 As shown, the system includes: a first analysis module 201, a construction module 202, a design module 203, a simulation module 204, a calculation module 205, a second analysis module 206, and a display module 207;

[0168] The first analysis module 201 is used to analyze the power grid harmonics and power compensation issues of the EMU and traction network in the traction power supply system model, and obtain the harmonic change law and power compensation status of the harmonics as the EMU and traction network change;

[0169] A construction module 202 is configured to construct an LCL filter in the multiplexed RPC structure according to a harmonic variation rule and obtain a resonant frequency;

[0170] The design module 203 is used to receive the user's production data according to the operating state of the traction power supply system model and design the operating state into six types of locomotive operating conditions;

[0171] The simulation module 204 is used to simulate the locomotive harmonic source model under six types of locomotive operating conditions through an LCL filter to obtain simulation results;

[0172] The calculation module 205 is used to experiment with the parameter algorithm of the LCL filter based on the simulation results and the resonant frequency, obtain the target parameters through the variable neighborhood search algorithm, verify the rationality of the target parameters, and if reasonable, embed the target parameters into the locomotive harmonic source model;

[0173] The second analysis module 206 is used to perform harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to target parameters to obtain harmonic and compensation power results;

[0174] The display module 207 is used to construct a visualization system for the harmonics and compensation power results and power compensation status under different locomotive operating conditions.

[0175] The rail transit power supply energy control system based on LCL and RPC provided by the embodiment of the present invention includes a first analysis module 201, a construction module 202, a design module 203, a simulation module 204, a calculation module 205, a second analysis module 206, and a display module 207; the first analysis module 201 analyzes the grid harmonics and power compensation problems of the EMU and traction network of the traction power supply system model, and obtains the harmonic change law and power compensation state of the harmonics changing with the EMU and traction network; the construction module 202 constructs an LCL filter in the multiple RPC structure according to the harmonic change law and obtains the resonant frequency; the design module 203 receives the user's production data according to the operating state of the traction power supply system model , and the operating state is designed as six types of locomotive operating conditions; the simulation module 204 simulates the locomotive harmonic source model under the six types of locomotive operating conditions through the LCL filter to obtain simulation results; the calculation module 205 experiments with the parameter algorithm of the LCL filter according to the simulation results and the resonant frequency, obtains the target parameters through the variable neighborhood search algorithm, verifies the rationality of the target parameters, and if reasonable, embeds the target parameters into the locomotive harmonic source model; the second analysis module 206 performs harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain harmonic and compensation power results; the display module 207 constructs a visualization system for the harmonic and compensation power results under different locomotive operating conditions and the power compensation status. The system of the present invention can effectively analyze and control the negative sequence current and harmonic wave problems generated during high-speed rail operation, reduce the damage of negative sequence current to the traction power supply system and EMU equipment, extend the service life of the equipment, and reduce maintenance costs; reduce the impact of harmonics on the public power grid and train electrical equipment, reduce power loss, improve power utilization, and save energy; improve the power supply quality and reliability of the traction power supply system, reduce power supply failures, and ensure the normal operation of the high-speed rail.

[0176] If the above functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the system described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0177] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0178] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering, or processing in another suitable manner as necessary, and then stored in a computer memory.

[0179] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or systems can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

Claims

1. A rail transit power supply energy control method based on LCL and RPC, characterized in that: The method comprises: Analyze the grid harmonics and power compensation issues of the EMU and traction network of the traction power supply system model, and obtain the harmonic change law and power compensation status of the harmonics as the EMU and traction network change; Constructing an LCL filter in a multiplexed RPC structure according to the harmonic variation law and obtaining the resonant frequency; receiving production data from a user according to the operating state of the traction power supply system model, and designing the operating state into six types of locomotive operating conditions; Simulating the locomotive harmonic source model under the six types of locomotive operating conditions by using the LCL filter to obtain simulation results; Experimenting on the parameter algorithm of the LCL filter based on the simulation results and the resonant frequency, obtaining target parameters through a variable neighborhood search algorithm, verifying the rationality of the target parameters, and if reasonable, embedding the target parameters into the locomotive harmonic source model; Performing harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain the harmonic and compensation power results; Building a visualization system for the harmonics and compensation power results and the power compensation status under the different locomotive operating conditions; The analysis of the grid harmonics and power compensation issues of the EMU and traction network of the traction power supply system model to obtain the harmonic change law and power compensation status of the harmonics as the EMU and traction network change specifically includes the following steps: When the working condition of the EMU changes, obtaining the corresponding characteristics of the harmonics and obtaining the harmonic change law; Obtaining the compensation power of the RPC device currently equipped on the EMU for the grid-side active and reactive power, and obtaining the power compensation state; The step of constructing an LCL filter in a multiplexed RPC structure according to the harmonic variation rule and obtaining a resonant frequency specifically includes: According to the harmonic change law, a harmonic control solution combined with the RPC device is adopted, and an LCL filter is installed inside the RPC device to perform frequency scanning analysis to obtain the impedance and resonant frequency of the LCL filter; the impedance of the LCL filter includes the impedance of a single-tuned filter and the impedance of a passive damping method LCL filter.

2. The rail transit power supply energy control method based on LCL and RPC according to claim 1 is characterized in that: The impedance of the single tuned filter is calculated by the following formula: in, represents the impedance of a single-tuned filter, is the resistance of the single tuned filter, is the angular frequency, is the inductance of the single tuned filter, is the capacitance of the single tuned filter, is the imaginary part; The impedance of the passive damping LCL filter is calculated using the following formula: in, is the impedance of the passive damping LCL filter, is the first capacitor of the LCL filter, is the second capacitor of the LCL filter, is the resistance of the LCL filter, is the capacitance of the LCL filter, is the resistance and inductance The series impedance, is the capacitor in the LCL filter The impedance, It is an inductor The impedance, is the angular frequency; The resonant frequency is calculated by the following formula: in, is the resonant frequency, is the first capacitor of the LCL filter, is the second capacitor of the LCL filter, is the capacitance of the LCL filter.

3. The rail transit power supply energy control method based on LCL and RPC according to claim 1 is characterized in that: The production data includes: a three-phase system voltage of 220 kV, a traction substation capacity of 40 MW, a traction substation transformer ratio of 220:27.5, an automatic transmission capacity of 40 MW, and a total simulation time of 2 seconds; the traction substation wiring method is V / V, with the three phases and ground connected separately; the traction network is powered by the automatic transmission, the traction network voltage is 27.5 kV, the connection time under regenerative braking is 1.00 seconds, and the voltage is the rated 3000 V; The six types of locomotive operating conditions include: operating condition 1 is single left-side traction and right-side braking; operating condition 2 is double traction, with both power supply arms on both sides in traction operation; operating condition 3 is left-side braking and right-side traction; operating condition 4 is double-row braking, with both power supply arms on both sides in braking; operating condition 5 is single traction on the left and no vehicle on the right; operating condition 6 is single braking on the left and no vehicle on the right.

4. The rail transit power supply energy control method based on LCL and RPC according to claim 3 is characterized in that: The simulation of the locomotive harmonic source model under the six types of locomotive operating conditions by the LCL filter to obtain simulation results specifically includes the following steps: The CRH2 traction power supply simulation model and the RPC energy compensation device model are used to simulate the locomotive grid-side current, voltage and phase relationship under six types of locomotive operating conditions. The simulated structure is then used to analyze the total harmonic content THD of the grid-side current using the simulation system's double FFT harmonic analysis method.

5. The rail transit power supply energy control method based on LCL and RPC according to claim 1 is characterized in that: The harmonic and compensation power analysis is performed on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain the harmonic and compensation power results, specifically comprising the following steps: By controlling the locomotive running state simulation and analyzing, the stable harmonic at 0.08s is taken, the harmonic content of each locomotive working condition is horizontally compared, the harmonic data is analyzed, and the compensation power, negative sequence imbalance, power factor, etc. are calculated to obtain the harmonic and compensation power results; The LCL filter parameter system is used for filtering. The parameter setting is calculated and assigned by the VNS algorithm. The external single-tuned filter uses ordinary parameters. The parameters are as follows: =1.014uF, L1=18.4Mh, R=80Ω.

6. The rail transit power supply energy control method based on LCL and RPC according to claim 3 is characterized in that: The harmonics and compensation power results are calculated using the following equations: Among them, the three-phase voltage on the high-voltage side of the traction transformer is 、 、 , the secondary side traction conductor voltage is and , assuming phase A is the reference voltage, then the reference vector is , the load current of the two arms is 、 , and is the fundamental amplitude, and is the hth harmonic amplitude, and is the phase difference, inductive is negative, capacitive is positive, θ αh and θ βh are the initial phase angles of the corresponding harmonics on both sides of α and β, 、 、 is the active current amplitude after active power transfer balance, 、 is the compensation current on both sides, 、 is the current compensation signal on both sides, P is the active power, Q is the reactive power, and is the voltage amplitude of the power supply arm, and is the current reference amplitude, and is the phase angle of the corresponding power supply arm.

7. The rail transit power supply energy control method based on LCL and RPC according to claim 3 is characterized in that: The visualization system for the harmonics and compensation power results and the power compensation status under the different locomotive operating conditions includes: The parameter algorithm is combined with the locomotive harmonic source model through a GUI, so that the target parameters and the power compensation state obtained by the parameter algorithm are given to the locomotive harmonic source model through an interface to build a visualization system.

8. A system using the rail transit power supply energy control method based on LCL and RPC as described in any one of claims 1 to 7, characterized in that: include: A first analysis module, a construction module, a design module, a simulation module, a calculation module, a second analysis module, and a display module; The first analysis module is used to analyze the grid harmonics and power compensation issues of the EMU and traction network of the traction power supply system model, and obtain the harmonic change law and power compensation status of the harmonics as the EMU and traction network change; The construction module is used to construct an LCL filter in the multiple RPC structure according to the harmonic change law and obtain the resonant frequency; The design module is used to receive the user's production data according to the operating state of the traction power supply system model, and design the operating state into six types of locomotive operating conditions; The simulation module is used to simulate the locomotive harmonic source model under the six types of locomotive operating conditions through the LCL filter to obtain simulation results; The calculation module is used to experiment with the parameter algorithm of the LCL filter according to the simulation results and the resonant frequency, obtain target parameters through a variable neighborhood search algorithm, verify the rationality of the target parameters, and if reasonable, embed the target parameters into the locomotive harmonic source model; The second analysis module is configured to perform harmonic and compensation power analysis on different locomotive operating conditions of the traction power supply system model according to the target parameters to obtain the harmonic and compensation power results; The display module is used to construct a visualization system for the harmonics and compensation power results and the power compensation status under the different locomotive operating conditions.

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