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CN111086393B - A bidirectional ICPT system segmented power supply control method considering braking energy recovery - Google Patents

A bidirectional ICPT system segmented power supply control method considering braking energy recovery Download PDF

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CN111086393B
CN111086393B CN202010013118.3A CN202010013118A CN111086393B CN 111086393 B CN111086393 B CN 111086393B CN 202010013118 A CN202010013118 A CN 202010013118A CN 111086393 B CN111086393 B CN 111086393B
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power
braking
model
stage
bidirectional
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CN111086393A (en
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李若琼
王俊杰
李欣
赵霞
李帅兵
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Lanzhou Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention relates to a bidirectional ICPT system subsection power supply control method considering braking energy recovery, which is used for segmenting the braking process of a train according to the international standard of an ATP curve and carrying out stress analysis so as to obtain the segmented working mode and coil switching logic of the bidirectional ICPT system. By establishing the braking model and the power model, the synchronous control of the bilateral power trend direction and the bilateral power trend size can be realized only by transmitting the initial braking speed of the train to the ground controller through single communication, an additional real-time communication module is not needed, and the cost is saved. The dynamic transmission efficiency of the system can be improved by the segmented power supply coil switching logic based on the brake model.

Description

Bidirectional ICPT system segmented power supply control method considering braking energy recovery
Technical Field
The invention relates to the technical field of rail transit non-contact traction power supply, in particular to a bidirectional ICPT system subsection power supply preset control method considering braking energy recovery.
Background
In the field of rail transit, a non-contact power supply system solves the problems of complex structure, corrosion spark and excessive equality of a pantograph of a traditional contact traction power supply system. Meanwhile, for the energy-saving operation of the high-speed train, the recovery of regenerative braking energy is important. The energy bidirectional-feeding ICPT system can realize traction in a forward mode, and a channel is provided for regenerative braking energy recovery in a reverse mode. However, the conventional energy bidirectional-fed ICPT system requires real-time communication to ensure synchronization and control of power flow, which brings great economic and technical problems. In addition, the high-speed train has high speed and high power, the power supply process of the high-speed train is dynamic, and the sectional type power supply coil is a more reliable power supply structure. At present, no typical segmented power supply control method exists for an energy bidirectional feed ICPT system.
Disclosure of Invention
Objects of the invention
The invention aims to overcome the defects of the prior art and provides a bidirectional ICPT system subsection power supply presetting control method considering braking energy recovery.
(II) technical scheme
In order to solve the above problems, the invention provides a bidirectional ICPT system segment power supply preset control method considering braking energy recovery, comprising the following steps:
step a: segmenting the braking process of the train, and carrying out stress analysis on the train at each stage to obtain the working mode of each stage and the segmented power supply coil switching control logic of the bidirectional ICPT system;
b, establishing a first brake model and a first power model for a train control system in the bidirectional ICPT system, and establishing a second brake model and a second power model for a ground control system;
c, establishing a controller of the bidirectional ICPT system based on the first braking model, the first power model and the first PWM generator; building a ground controller based on the second braking model, the second power model, and a second PWM generator.
Further, the step a specifically includes:
according to the international standard of the ATP curve, the braking process of the train is divided into: a first stage, wherein the train is not yet cut off in a traction stage; the second stage, cutting off the idle running stage after traction; and step three, the regenerative braking starts to work, and the train starts to brake until the speed is 0.
Further, according to the three stages of the train braking process and the magnitude of resultant force borne by the train in the three stages, the working mode and the sectional type power supply coil switching control logic of each stage of the bidirectional ICPT system are obtained.
Further, the working modes of each stage of the bidirectional ICPT system include:
when the train is in the stage one state, the ICPT system keeps forward transmission of energy flow, and the ICPT system is prepared to halt at two sides and cut off power supply; when the train is in the stage two state, the ICPT system stops working; and when the train is in a stage three state, the ICPT system starts to reversely transmit energy, and the ICPT system is controlled by taking the brake model as reference from two sides.
Further, the segmented power coil switching control logic comprises:
taking the preset distance of the stage one as a reference, and integrally opening the coil;
taking the preset distance of the stage two as a standard, and integrally closing the coil;
and dividing the preset distance of the stage three into four small sections by taking the preset distance of the stage three as a standard, and integrally opening or closing the coil by taking the distance of each small section as a standard.
Further, the step c of establishing the controller of the bidirectional ICPT system specifically includes:
the initial braking speed and the expected braking distance are used as the input of the first braking model, and the real-time speed V is output by the first braking modelSAnd adjusting the power direction outer phase shift angle gamma1；
Real time velocity VSAs input to the first power model, and outputting real-time power P from the first power modelref1；
Will real-time power Pref1With measured power P1Comparing to obtain the internal phase angle of the regulated power
Figure BDA0002357867620000031
Adjusting the phase angle gamma of the power direction1And internally shifted phase angle for adjusting power
Figure BDA0002357867620000032
The PWM generator output is connected to the H-bridge converter as an input to the PWM generator.
Further, the step c of establishing the controller of the bidirectional ICPT system specifically includes:
the initial braking speed and the expected braking distance are used as the input of the first braking model, and the real-time speed V is output by the first braking modelSAnd adjusting the power direction outer phase shift angle gamma1；
Real time velocity VSAs input to the first power model and from the first workRate model output real-time power Pref1(ii) a Will real-time power Pref1With measured power P1Comparing to obtain the internal phase angle of the regulated power
Figure BDA0002357867620000033
Adjusting the phase angle gamma of the power direction1And internally shifted phase angle for adjusting power
Figure BDA0002357867620000034
The PWM generator output is connected to the H-bridge converter as an input to the PWM generator.
Further, the step c of establishing the ground controller specifically includes:
the initial braking speed and the expected braking distance are used as the input of the second braking model, and the real-time speed V is output by the second braking modelSAdjusting the power direction outer phase shift angle gamma2And switching logic;
real time velocity VSAs input to the power model and outputting real-time power P from the power modelref2；
Will real-time power Pref2With measured power P2Comparing to obtain the internal phase angle of the regulated power
Figure BDA0002357867620000035
Adjusting the phase angle gamma of the power direction2And internally shifted phase angle for adjusting power
Figure BDA0002357867620000036
The output of the PWM generator is connected to the H-bridge converter as the input of the PWM generator; and the switching logic is transmitted and input to the power supply coil to control the switching of the power supply coil.
(III) advantageous effects
The invention is based on a bidirectional ICPT system subsection power supply preset control method considering braking energy recovery, a train braking process is sectioned according to the international standard of an ATP curve, and stress analysis is carried out, so that the working mode and coil switching logic of the bidirectional ICPT system subsection are obtained. By establishing the braking model and the power model, the synchronous control of the bilateral power trend direction and the bilateral power trend size can be realized only by transmitting the initial braking speed of the train to the ground controller through single communication, an additional real-time communication module is not needed, and the cost is saved. The dynamic transmission efficiency of the system can be improved by the segmented power supply coil switching logic based on the brake model.
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
fig. 1 is a schematic sectional braking curve of a bidirectional ICPT system sectional power supply preset control method taking braking energy recovery into consideration according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a bidirectional ICPT system segment power supply presetting control method considering braking energy recovery according to an embodiment of the present invention.
Fig. 3 is a schematic diagram of switching logic of a segmented power supply coil of the bidirectional ICPT system segmented power supply preset control method considering braking energy recovery according to the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings in conjunction with the following detailed description. It should be understood that the description is intended to be exemplary only, and is not intended to limit the scope of the present invention. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.
A bidirectional ICPT system subsection power supply preset control method considering braking energy recovery comprises the following steps:
step a: segmenting the braking process of the train, and carrying out stress analysis on the train at each stage to obtain the working mode of each stage and the segmented power supply coil switching control logic of the bidirectional ICPT system;
further, the step a specifically includes: dividing the high-speed train on-station braking process into a traction stage in which the train is not cut off according to the international standard of an ATP curve; cutting off the idle running stage after traction; the regenerative braking begins and the train begins to brake until the speed is in the 0 phase.
And after the segmented stress analysis, the resultant force borne by the train and the running condition of the train in each stage can be obtained, and meanwhile, according to the preliminary estimation, in the three-stage braking process of the motor train unit entering the station, the regenerative braking energy mainly exists in the third stage, and the braking distance of the third stage is the highest, so that the coils in the first two stages are integrally switched, and the coils in the last stage are integrally switched after being segmented. The following are the analysis results.
Stage 1: during the device response delay and traction force removal phase, the ICPT system keeps the energy flow forward, and the bilateral preparation suspends the system and removes the power supply. Coil switching logic: and opening the coil in the whole body by taking the preset first-stage distance as a standard.
And (2) stage: and in the train coasting stage, the ICPT system stops working. Coil switching logic: and taking the preset second-stage distance as a standard to close the coil integrally.
And (3) stage: when the brake is established to the parking stage, the ICPT system starts to reversely transmit energy, and the system is controlled by taking a preset brake model as reference from two sides. Coil switching logic: and dividing the preset third-stage distance into four segments, and opening or closing the coil according to each small segment of distance as a quasi-whole.
B, establishing a braking model and a power model; establishing a first braking model and a first power model aiming at a train control system in a bidirectional ICPT system, and establishing a second braking model and a second power model for a ground control system
Firstly, the relationship between the resultant force and the acceleration needs to be obtained, and when the rotation weight coefficient gamma of the motor train unit (the empirical value is 0.08) is considered, the relationship is as follows:
Figure BDA0002357867620000061
therefore, the speed of each stage can be expressed as:
Figure BDA0002357867620000062
the stage distances can be expressed as:
Figure BDA0002357867620000063
through the analysis, only the braking initial speed v of the train needs to be given0And braking distance s of each stagenThe real-time speed v of the train can be obtained by the braking models。
Because a plurality of electric energy conversion links are needed in the regenerative braking process of the train, the current power estimation method comprises the following steps:
Figure BDA0002357867620000064
η＝ηG·ηM·ηI·ηC·ηT
wherein eta isG、ηM、ηI、ηC、ηTThe transmission efficiency of the gearbox, the traction motor, the inverter, the rectifier and the vehicle-mounted transformer is different, and eta is the comprehensive efficiency of the train, and is generally 0.85.
In connection with fig. 2, step c, building a controller of the bi-directional ICPT system based on the first brake model (brake model of the on-board controller of fig. 2), the first power model (power model of the on-board controller of fig. 2), and the first PWM generator (PWM of the on-board controller of fig. 2); building a ground controller based on the second braking model (braking model of the ground controller in fig. 2), the second power model (braking model of the ground controller in fig. 2), and a second PWM generator (PWM of the ground controller in fig. 2).
The step c specifically comprises the following steps:
the vehicle-mounted controller for establishing the bidirectional ICPT system specifically comprises the following components:
the initial braking speed and the expected braking distance are used as the input of the first braking model, and the real-time speed V is output by the first braking modelSAnd adjusting the power direction outer phase shift angle gamma1；
Real time velocity VSAs input to the first power model, and outputting real-time power P from the first power modelref1；
Will real-time power Pref1With measured power P1Comparing to obtain the internal phase angle of the regulated power
Figure BDA0002357867620000071
Adjusting the phase angle gamma of the power direction1And internally shifted phase angle for adjusting power
Figure BDA0002357867620000072
The PWM generator output is connected to the H-bridge converter as an input to the PWM generator.
The initial braking speed and the expected braking distance are used as the input of the second braking model, and the real-time speed V is output by the second braking modelSAdjusting the power direction outer phase shift angle gamma2And switching logic;
real time velocity VSAs input to the power model and outputting real-time power P from the power modelref2；
Will real-time power Pref2With measured power P2Comparing to obtain the internal phase angle of the regulated power
Figure BDA0002357867620000073
Adjusting the phase angle gamma of the power direction2And internally shifted phase angle for adjusting power
Figure BDA0002357867620000074
The output of the PWM generator is connected to the H-bridge converter as the input of the PWM generator; and the switching logic is transmitted and input to the power supply coil to control the switching of the power supply coil.
Segmenting the brake process of the high-speed train entering the station and analyzing the stress according to an ATP curve establishing mode in the international standard of IEEE 1474.1;
and obtaining the sectional working mode of the bidirectional ICPT system and the switching control logic of the power supply coil according to the stress analysis.
As shown in fig. 1, the braking process of train arrival is divided into three stages, wherein in stage 1, the train is not cut off traction and is still accelerated; the stage 2 is an idle stage after traction is cut off, and the deceleration effect is not obvious; phase 3 is the regenerative braking operation and the train begins braking until the speed is 0.
As shown in FIG. 2, the braking model works according to a given initial braking speed and an expected braking distance, and the real-time speed is transmitted to the power model and compared with the measured power to obtain an inner phase shift angle for adjusting the power
Figure BDA0002357867620000081
And the externally shifted phase angle gamma for adjusting the power direction is transmitted to the PWM generator, and the switching logic is transmitted to the power supply coil, so that the high efficiency of bilateral synchronous control and electric energy transmission is realized.
The braking model reflects the relation between the real-time speed of the train and the braking distance; the power model reflects the train real-time speed and the brake system power.
As shown in fig. 3, phase 1 turns on the coil in its entirety at a preset first-phase distance. And in the stage 2, the coil is closed wholly by taking the preset second-stage distance as a quasi-whole. And in the stage 3, the preset third-stage distance is divided into four sections, and the coil is opened or closed integrally according to each small section of distance.
The controller is preset, so that the synchronization can be realized only by transmitting the initial braking speed of the train to the preset controller through single communication without real-time communication. The control on the size and the direction of bilateral power flow of the bidirectional ICPT system is realized; and based on the switching control logic of the segmented coils, the preset controller can realize the switching control of the segmented power supply coils of the bidirectional ICPT system.
The bidirectional ICPT system subsection power supply preset control method considering braking energy recovery comprises a subsection stress analysis part, a model establishment part and a preset controller part, wherein the braking process is subsection and is subjected to stress analysis, and the working condition of the bidirectional ICPT system, namely a control target, can be correspondingly obtained; by establishing a braking model and a power model, an internal and external phase shift angle and coil switching control logic, namely control conditions, can be obtained in real time; the preset controller can realize the synchronization of power flow only by obtaining the initial braking speed of the train through single communication, an additional real-time communication module is not needed, and the cost is saved. Further, the dynamic transmission efficiency of the system can be improved by the segmented power supply coil switching logic based on the brake model.
Optionally, the braking model and the power model include: a brake model reflecting the relation between the real-time speed of the train and the brake distance, and a power model reflecting the real-time speed of the train and the power of a brake system.
And segmenting the braking process of the train according to the international standard of the ATP curve, and carrying out stress analysis, thereby obtaining the segmented working mode and coil switching logic of the bidirectional ICPT system. By establishing the braking model and the power model, the synchronous control of the bilateral power trend direction and the bilateral power trend size can be realized only by transmitting the initial braking speed of the train to the ground controller through single communication, an additional real-time communication module is not needed, and the cost is saved. Further, the dynamic transmission efficiency of the system can be improved by the segmented power supply coil switching logic based on the brake model.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.

Claims (6)

1.一种计及制动能量回收的双向ICPT系统分段供电控制方法，其特征在于，包括如下步骤：1. a bidirectional ICPT system segmented power supply control method considering braking energy recovery, is characterized in that, comprises the steps: 步骤a：对列车的制动过程分段，并对各阶段的列车进行受力分析，得到双向ICPT系统的各阶段工作模态和分段式供电线圈切换控制逻辑；Step a: segment the braking process of the train, and analyze the force of the train at each stage to obtain the working mode of the bidirectional ICPT system at each stage and the switching control logic of the segmented power supply coil; 步骤b:针对双向ICPT系统中的列车控制系统建立第一制动模型和第一功率模型，对地面控制系统建立第二制动模型和第二功率模型；Step b: establishing the first braking model and the first power model for the train control system in the bidirectional ICPT system, and establishing the second braking model and the second power model for the ground control system; 步骤c:基于所述第一制动模型、所述第一功率模型以及第一PWM发生器建立双向ICPT系统的车载控制器；基于所述第二制动模型、所述第二功率模型以及第二PWM发生器建立地面控制器；Step c: based on the first braking model, the first power model and the first PWM generator to establish the on-board controller of the bidirectional ICPT system; Based on the second braking model, the second power model and the first PWM generator; Two PWM generators to establish ground controllers; 步骤a具体包括：Step a specifically includes: 将列车的制动过程分为：The braking process of the train is divided into: 阶段一，列车还未切除牵引阶段；Stage 1, the train has not cut off the traction stage; 阶段二，切除牵引后的惰行阶段；Stage 2, the coasting stage after excision and traction; 阶段三，再生制动开始工作，列车开始制动直到速度为0阶段；Stage 3, the regenerative braking starts to work, and the train starts to brake until the speed reaches 0 stage; 双向ICPT系统的各阶段工作模态包括：The working modes of each stage of the bidirectional ICPT system include: 列车在阶段一状态，ICPT系统保持能量流正向传输，双边预备暂停ICPT系统并切除供电；When the train is in the first stage, the ICPT system keeps the energy flow forward, and the two sides prepare to suspend the ICPT system and cut off the power supply; 列车在阶段二状态，ICPT系统暂停工作；When the train is in the second stage, the ICPT system is suspended; 列车在阶段三状态，ICPT系统开始反向传输能量，双边开始以制动模型为参考对ICPT系统进行控制。When the train is in the third state, the ICPT system starts to transmit energy in the reverse direction, and the two sides start to control the ICPT system with the braking model as a reference. 2.根据权利要求1所述的一种计及制动能量回收的双向ICPT系统分段供电控制方法，其特征在于，根据列车制动过程的三个阶段，以及该三个阶段列车所受的合力大小，得到双向ICPT系统的各阶段工作模态和分段式供电线圈切换控制逻辑。2. A bidirectional ICPT system segmented power supply control method considering braking energy recovery according to claim 1, characterized in that, according to the three stages of the train braking process, and the three stages the train is subjected to. According to the resultant force, the working modes of each stage of the bidirectional ICPT system and the switching control logic of the segmented power supply coil are obtained. 3.根据权利要求1所述的一种计及制动能量回收的双向ICPT系统分段供电控制方法，其特征在于，分段式供电线圈切换控制逻辑包括：3. a kind of bidirectional ICPT system segmented power supply control method considering braking energy recovery according to claim 1, is characterized in that, segmented power supply coil switching control logic comprises: 以阶段一的预设距离为准，整体打开线圈；Based on the preset distance in stage 1, the coil is turned on as a whole; 以阶段二的预设距离为准，整体关闭线圈；The coil is closed as a whole based on the preset distance in stage 2; 以阶段三的预设距离为准，将阶段三的预设距离划分为四个小段，以每个小段的距离为准整体打开线圈或者整体关闭线圈。Based on the preset distance in stage 3, the preset distance in stage 3 is divided into four small segments, and the coil is turned on or off as a whole based on the distance of each small segment. 4.根据权利要求1所述的一种计及制动能量回收的双向ICPT系统分段供电控制方法，其特征在于，步骤c中建立双向ICPT系统的车载控制器具体包括：4. a kind of bidirectional ICPT system segmented power supply control method considering braking energy recovery according to claim 1, is characterized in that, in step c, the on-board controller that establishes bidirectional ICPT system specifically comprises: 制动初速度和预期的制动距离作为第一制动模型的输入，并由第一制动模型输出实时速度V S和调节功率方向外相移角
Figure DEST_PATH_IMAGE002
；The initial braking speed and the expected braking distance are used as the input of the first braking model, and the real-time speed V S and the external phase shift angle of the adjustment power direction are output by the first braking model.
Figure DEST_PATH_IMAGE002
; 实时速度V S作为第一功率模型的输入，并由第一功率模型输出实时功率P ref1；The real-time speed V S is used as the input of the first power model, and the real-time power Pref1 is output by the first power model ; 将实时功率P ref1与实测功率P 1进行对比，得到调节功率大小的内移相角
Figure DEST_PATH_IMAGE004
，调节功率方向的外移相角
Figure DEST_PATH_IMAGE006
以及调节功率大小的内移相角
Figure 37090DEST_PATH_IMAGE004
作为PWM发生器的输入，PWM发生器输出连接至H桥变流器。Compare the real-time power P ref1 with the measured power P 1 to obtain the inner shift phase angle for adjusting the power size
Figure DEST_PATH_IMAGE004
, adjust the external shift phase angle of the power direction
Figure DEST_PATH_IMAGE006
And the internal shift angle to adjust the power size
Figure 37090DEST_PATH_IMAGE004
As the input of the PWM generator, the PWM generator output is connected to the H-bridge converter. 5.根据权利要求4所述的一种计及制动能量回收的双向ICPT系统分段供电控制方法，其特征在于，所述实测功率P 1由车载谐振补偿电路的输出电压U 1 和输出电流I 1 确定。5. a kind of bidirectional ICPT system segmented power supply control method considering braking energy recovery according to claim 4, is characterized in that, described measured power P 1 by the output voltage U 1 and output current of vehicle-mounted resonance compensation circuit I 1 OK. 6.根据权利要求1所述的一种计及制动能量回收的双向ICPT系统分段供电控制方法，其特征在于，步骤c中建立地面控制器具体包括：6. a kind of bidirectional ICPT system segmented power supply control method considering braking energy recovery according to claim 1, is characterized in that, establishing ground controller in step c specifically comprises: 制动初速度和预期的制动距离作为第二制动模型的输入，并由第二制动模型输出实时速度V S、调节功率方向外相移角
Figure DEST_PATH_IMAGE008
以及切换逻辑；The initial braking speed and the expected braking distance are used as the input of the second braking model, and the second braking model outputs the real-time speed V S and adjusts the external phase shift angle of the power direction.
Figure DEST_PATH_IMAGE008
and switching logic; 实时速度V S作为功率模型的输入，并由功率模型输出实时功率P ref2；The real-time speed V S is used as the input of the power model, and the real-time power Pref2 is output by the power model; 将实时功率P ref2与实测功率P 2进行对比，得到调节功率大小的内移相角
Figure DEST_PATH_IMAGE010
，调节功率方向的外移相角
Figure DEST_PATH_IMAGE012
以及调节功率大小的内移相角
Figure 610023DEST_PATH_IMAGE010
作为PWM发生器的输入，PWM发生器输出连接至H桥变流器；并将切换逻辑传输入至供电线圈，控制供电线圈的开关。Compare the real-time power P ref2 with the measured power P 2 to obtain the inner shift phase angle for adjusting the power size
Figure DEST_PATH_IMAGE010
, adjust the external shift phase angle of the power direction
Figure DEST_PATH_IMAGE012
And the internal shift angle to adjust the power size
Figure 610023DEST_PATH_IMAGE010
As the input of the PWM generator, the output of the PWM generator is connected to the H-bridge converter; and the switching logic is transmitted to the power supply coil to control the switch of the power supply coil.
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