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| Optimal Control of On-Board Supercapacitor Energy Storage Systems for Regenerative Braking Energy Recovery Based on Area-Equivalent Principle |
| Mi Jiayu, Yang Zhongping, Zhong Zhihong, Lin Fei, Shao Yichen |
| School of Electrical Engineering Beijing Jiaotong University Beijing 100044 China |
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Abstract Conventional control strategies of on-board energy storage systems (OESSs) based on catenary voltage or artificial intelligence algorithms can achieve a certain level of regenerative braking energy recovery. However, they ignore the charging and discharging characteristics of energy storage elements and fail to provide an explicit analytical solution to the corresponding control parameters due to the complicated model. On the other hand, according to the characteristics of the supercapacitor, its power is at odds with the amount of energy it can absorb. If the initial voltage of the supercapacitor is low, the energy it can absorb would be large while the charging power would be low, and vice versa. Therefore, it is an issue worth studying how to set a reasonable initial voltage and charging/discharging current to balance the power and absorbable energy of a supercapacitor so that the best regenerative braking energy recovery effect can be achieved.
The OESS is charged when the urban rail train is braking and discharged when the train is in traction. The power profile of the train was divided into two parts in this paper: "braking" and "traction", and the charging and discharging processes of the OESS were studied, respectively.
When the train was braking, the OESS should be charged as much as possible to ensure the optimal energy-saving effect. By applying the area-equivalent principle, the problem of maximizing the charge of OESS could be transformed into a mathematical problem of maximizing the area enclosed by the braking power curve of the train and the power curve of the supercapacitor. When the initial voltage and charging current of the supercapacitor varied, the shape enclosed by the two power curves was also different. Therefore, the enclosed area with various shapes was modeled with respect to different initial voltages and charging currents. Finally, the optimal initial voltage and charging current corresponding to the largest enclosed area were picked out, and the energy-saving effect of the OESS was the best in this case.
As for the discharging process, the design principle of the OESS discharge strategy was to ensure that the voltage of the supercapacitor at the end of the train traction reached the optimal initial voltage of the braking stage obtained above. According to the area-equivalent principle, this goal could be achieved by making the area enclosed by the two power curves equal to the discharged energy of the supercapacitor during train traction. Furthermore, to maximize the "valley-filling" effect of the OESS, the charging time of the OESS was set equal to the traction time of the train to obtain the optimal discharge current. In this way, the maximum height of the area difference between the train traction power curve and the supercapacitor power curve could be cut down; in other words, the peak power absorbed by the train from the traction network could be reduced.
Finally, a case study was conducted based on the single-train operation scenario to verify the effectiveness of the proposed control strategy. The result shows that, compared with the traditional voltage-based double-loop PI control strategy, the control strategy proposed in this paper can further improve the charging and discharging capacity of OESS and thus have a more significant energy-saving effect.
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Received: 02 January 2024
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2025, Vol. 40 
