CN104192176B - A kind of method reducing metro traction energy consumption - Google Patents
A kind of method reducing metro traction energy consumption Download PDFInfo
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- CN104192176B CN104192176B CN201410211784.2A CN201410211784A CN104192176B CN 104192176 B CN104192176 B CN 104192176B CN 201410211784 A CN201410211784 A CN 201410211784A CN 104192176 B CN104192176 B CN 104192176B
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Abstract
The invention discloses a kind of method reducing metro traction energy consumption, it is according to subway train line operating mode practical situation, actual measurement orbit coordinate train traction parameter, set up startup/braking energy model when the single website of single subway train runs, haulage capacity model that single subway train whole day is run completely, the haulage capacity model of whole day subway train completely, adjust train scheduling service chart, increase energy to liquidate, suitably reduce train speed limit value, it is achieved reduce metro traction energy consumption.
Description
Technical field
The present invention relates to field of track traffic, particularly to a kind of method reducing metro traction energy consumption.
Background technology
Subway have quick, punctual, safety, occupation of land less, pollute the advantages such as little and freight volume is big, from the most first bar in 1863
Underground railway system is since London is opened, and City Rail Transit System is increasingly becoming the traffic in a lot of city of western developed country
Key.But, metro traction energy resource consumption total amount is excessive is the big problem that faces of current urban track traffic, its operation cost
In have nearly about 40% to come from metro traction energy consumption.Therefore, explore the method that urban track traffic operation energy consumption is greatly reduced,
Become and kept one of the major issue that must solve of urban track traffic sustainable development.
The most online train of subway is in frequent starting/on-position, and current urban railway transit train group is commonly used
The mode of braking of " regenerating complementary utilizes braking+regeneration resistance energy-consumption braking+mechanical braking ", braking regenerated energy can reach traction
More than the 30% of energy.Wherein, partial brake regeneration energy can be absorbed by Adjacent vehicles on circuit, or offset this car other
Electrical equipment electricity consumption；As regenerated energy is the biggest, it is impossible to absorbed, being converted to thermal resistance loss, braking energy is consumed in vain.
So, subway train energy can be increased liquidate scale by adjusting underground map, regenerated energy when making train braking with
Absorption energy during traction is cancelled out each other (being called for short energy to liquidate), improves train regenerating braking energy assimilation ratio, is to reduce ground
One of railway traction energy consumption effective way.
Summary of the invention
It is an object of the invention to overcome shortcoming present in prior art, it is provided that a kind of train by adjusting subway is adjusted
Degree service chart, it is achieved increase energy and liquidate, the method reducing metro traction energy consumption.
The purpose of the present invention is achieved through the following technical solutions:
A kind of method reducing metro traction energy consumption, comprises the steps:
Set up single subway train single website run time startup or braking energy model；
Set up the haulage capacity model that single subway train whole day is run completely；
Set up the haulage capacity model of whole day subway train completely；
Adjust train scheduling service chart, increase energy and liquidate, it is achieved reduce metro traction energy consumption；According to whole day subway completely
The haulage capacity model of train, is passing in and out the gauze function of voltage of each website, traction inversion by surveying each subway train
Device line current and startup or braking time, calculate haulage capacity situation of change when whole day launch train completely or braking.
At non-peak traffic coverage, can suitably reduce the speed limit of train operation, reduce traction energy consumption further, real
Survey and prove that there is certain effect.
The present invention compared with prior art has the advantage that and effect:
(1) present invention passes through subway management and running figure, it is achieved increases energy and liquidates, it is possible to reduce braking resistor consumes energy, fall
Low traction energy consumption, and reduce voltage ripple of power network.
(2) this method do not increase hardware put into, can realize save subway train traction energy consumption, low cost, safe and reliable.
Accompanying drawing explanation
Fig. 1 is train running speed and traction power schematic diagram between certain two website；
Fig. 2 is up single vehicles service data schematic diagram；
Fig. 3 is descending single vehicles service data schematic diagram；
Fig. 4 is to optimize front gauze whole day energy consumption situation of change schematic diagram；
Fig. 5 departure interval adjusts the gauze traction energy consumption change schematic diagram of searching process；
Fig. 6 is gauze whole day energy consumption situation of change schematic diagram after optimization；
Fig. 7 is the actual speed curve synoptic diagram in the case of the interval different speed limits of typical case；
Fig. 8 is ebb interval difference speed limit energy consumption schematic diagram；
Difference speed limit energy consumption schematic diagram in interval, peak in Fig. 9；
Interval, Figure 10 peak difference speed limit energy consumption schematic diagram.
Detailed description of the invention
Below in conjunction with embodiment, the present invention done further detailed description, but embodiments of the present invention are not limited to this.
Embodiment 1:
The method of the embodiment of the present invention 1 is as follows:
(1) set up single subway train single website run time startup/braking energy model:
During startup, haulage capacity model is:
In formula (a), QOX () is that start-up course attracts energy function；U is gauze function of voltage, is obtained by actual measurement；I is
Traction invertor line current, is obtained by actual measurement, is just during startup；X is time variable, and definition territory is [tout,t′out], train
At toutMoment starts, at t 'outMoment accelerates complete；
During braking, haulage capacity model is:
In formula (b), QSX () is braking procedure feedback energy function；U is gauze function of voltage, is obtained by actual measurement；I is
Traction invertor line current, is obtained by actual measurement, is negative during braking；X is time variable, and definition territory is [tin,t′in], train exists
tinMoment starts braking, at t 'inMoment electromagnetic braking is complete；
Wherein, change the haulage capacity caused ignore with normal driving process medium velocity when subway train is static；
(2) the haulage capacity model that single subway train whole day is run completely is set up:
The train scheduling service chart of base area Inland Steel, it is thus achieved that the whole day of single subway train each website completely online
Ruuning situation, sets up the haulage capacity model of single subway train 24 hour operation:
Wherein, QmX () is the haulage capacity function of the 24 hour operation of subway train, m is the numbering of subway train；QOn(x)
It it is this subway train haulage capacity model when leaving the startup of the n-th website；QSnX () is that this subway train is entering n-th
Haulage capacity model during the braking of website；
(3) the haulage capacity model of whole day subway train completely is set up:
Train scheduling service chart according to MTR, it is thus achieved that the whole day of all subway trains ruuning situation completely, sets up
The haulage capacity model of whole day subway train completely:
QA(x)=Q1(x)+Q2(x)+……Qk(x) (d)
Wherein, QAX () is the haulage capacity function of whole day subway train completely；K is whole day subway train numbering completely,
Total k train is successively reached the standard grade；
(4) adjust train scheduling service chart, increase energy and liquidate, it is achieved reduce metro traction energy consumption: according to whole day completely
The haulage capacity model of subway train, by surveying each subway train in turnover the gauze function of voltage of each website, traction
Inverter line current and startup/braking time, calculate haulage capacity situation of change during whole day launch train/braking completely；
Work as QAX () is when very big, i.e. QAX () is in when crest, illustrate that this period starts train quantity more than system
Dynamic train quantity, adjusts subway management and running figure；
Work as QA(x) be negative value very big time, i.e. QAWhen () is in negative value crest x, this period braking train quantity is described more than opening
Dynamic train quantity, adjusts subway management and running figure.
The mode adjusting subway management and running figure includes: adjusts entering the station or the departures time of subway train, improves or reduce
The operation speed per hour of subway train.
When at certain interval value QAX () is when very big, i.e. QAX () is in when crest, can take to reduce startup
The quantity of train, the operation speed per hour in the station time of staying or reduction train of prolongation train adjust subway management and running figure.
When at certain interval value QA(x) be negative value very big time, i.e. QAWhen () is in negative value crest x, can take to reduce braking
The quantity of train, the operation speed per hour in the station time of staying or raising train of shortening train adjust subway management and running figure.
At non-peak traffic coverage, can suitably reduce the speed limit of train operation, reduce traction energy consumption further, real
Survey and prove that there is certain effect.
Adjust headway, increase energy and liquidate, reduce traction energy consumption.Formula (1) is input to special-purpose software to (4)
Platform, revises service chart maker headway.Generation result is ranked up optimizing, and after this optimization, service chart can improve
Online train regenerative braking efficiency, though having certain error, the probability but integral energy liquidates with planned train graph during actual motion
Can increase, there is certain actual effect.
By one come and go as a example by, Fig. 2 and Fig. 3 is the round uplink and downlink service data of one, certain train.Shown in curve from
Top to bottm the first behavior speed, this curve can be by the displaying of train speed/time relationship image, including interval of stopping；Second row
For driving inverter input voltage curve, during train operation, this curve is consistent with contact net voltage；The third line is pantograph input
Current curve, is negative value when regenerative braking；Fourth line is braking resistor electric current real-time curve.
The Drawing zone of Fig. 4 includes gauze traction power consumption (square symbols labelling), and this curve accumulates in time and is gradually increased,
When time shaft end, reaction always draws energy consumption in one day；Gauze regeneration energy regenerative (circle symbol labelling) real-time curve amasss the most in time
Tire out and be gradually increased, when reacting online train regenerative braking, feed back to energy size and the time relationship of electrical network.Text area include from
The accumulative traction power consumption of the gauze of left-to-right display, gauze accumulative braking power consumption, gauze accumulated regeneration energy regenerative, gauze whole day energy regenerative ratio
The real time datas such as example.Through subway gauze 24 hour operation analysis and assessment, gauze accumulative traction power consumption 109016.7kWh/ days, gauze tires out
Meter braking power consumption 14185.1kWh/ days, gauze accumulated regeneration energy regenerative 69963.8kWh/ days, gauze whole day energy regenerative ratio 39.1%,
Gauze accumulative braking power consumption ratio 7.35%.
Fig. 5 is the gauze traction energy consumption change curve of searching process in departure interval adjustment range, and this curve values correspondence is horizontal
Coordinate is the high ebb departure interval to adjust the time, and time adjusting range is-30 seconds～30 seconds.As shown in Figure 5, between high ebb is dispatched a car
Minimum every the gauze traction power consumption values adjusting-20 seconds (the highest ebb shortens 20 seconds, and middle peak extends 20 seconds).
The Drawing zone of Fig. 6 includes optimizing gauze traction power consumption (circle after front gauze traction power consumption (square symbols labelling), optimization
Pictograph labelled notation), optimize before gauze regeneration energy regenerative (cross symbol labelling), optimize after gauze regeneration energy regenerative (star symbol labelling)
Real time data Deng real-time curve, before text area includes optimizing and after optimization.After subway gauze 24 hour operation optimization calculates, really
Determining optimal correction departure interval result is: peak departure interval 20 seconds in prolongation, shortens the high and low peak departure interval 20 seconds.After optimization
Gauze accumulative traction power consumption 92718kWh/ days, gauze accumulated regeneration energy regenerative 86262.6kWh/ days, gauze whole day energy regenerative ratio
48.2%, gauze accumulative braking power consumption 601.4kWh/ days, gauze accumulative braking power consumption ratio 0.65%.Visible, make line after optimization
Net whole day energy regenerative ratio adds 9.1%, and gauze accumulative braking power consumption ratio decreases 6.7%, and gauze accumulative traction power consumption subtracts
Having lacked 7416.1kWh/ days, energy-saving effect is obvious.
Embodiment 2
Between non-peak period, the volume of the flow of passengers is relatively small, in the case of not affecting one round average speed of subway train,
Can be reduced by the method for travel time and reduction train operation speed limit between compression subway train dwelling time, prolongation station and lead
Draw energy consumption.Reduce train operation speed limit and reduce average speed between stops, in terms of traction kinetic energy angle, traction energy consumption can be reduced；
Travel time between compression subway train dwelling time and prolongation station, it is ensured that train is the most late completely；Entirely iron wire is transported on the net
Ranks car is more, starts, brakes frequently, reduces the dwell time, add travel time region in whole gauze aspect, thus increase
Add the probability that energy liquidates.The method reduces traction energy consumption effect as shown in Figure 7.
Fig. 7 is speed/time graph that train runs according to 4 kinds of speed limits in an interval, as seen from the figure, due to limit
Speed, traffic coverage is elongated.Fig. 8-10 is the various energy consumption of train, comparing result ratio in the case of different speed limits in three crest segments
More apparent, its traction energy consumption of the relatively low operational mode of speed limit is relatively low.
Being unit energy consumption by data above conversion, to increase comparability, result see table:
Specific energy consumption situation (energy unit: kwh/100kmt) in the case of the different speed limit of table 1
Claims (4)
1. the method reducing metro traction energy consumption, it is characterised in that comprise the following steps:
S1, set up single subway train single website run time startup or braking energy model, haulage capacity mould during startup
Type is:Wherein, QOX () is that start-up course attracts energy function；U is gauze function of voltage, by actual measurement
Obtain；I is traction invertor line current, is obtained by actual measurement, is just during startup；X is time variable, and definition territory is [tout,
t′out], train is at toutMoment starts, at t 'outMoment accelerates complete；During braking, haulage capacity model is:Wherein, QSX () is braking procedure feedback energy function；U is gauze function of voltage, is obtained by actual measurement；
I is traction invertor line current, is obtained by actual measurement, is negative during braking；X is time variable, and definition territory is [tin,t′in], row
Car is at tinMoment starts braking, at t 'inMoment electromagnetic braking is complete；
S2, set up the haulage capacity model that single subway train whole day is run completely:
Wherein, QmX () is the haulage capacity function of the 24 hour operation of subway train, m
Numbering for subway train；QOnX () is this subway train haulage capacity model when leaving the startup of the n-th website；QSn(x)
It it is this subway train haulage capacity model when entering the braking of the n-th website；
S3, set up the haulage capacity model of whole day subway train completely:
QA(x)=Q1(x)+Q2(x)+……Qk(x), wherein, QAX () is the haulage capacity function of whole day subway train completely；K is
Whole day subway train numbering completely, total k train is successively reached the standard grade；
S4, adjustment train scheduling service chart, increase energy and liquidate, it is achieved reduce metro traction energy consumption；According to whole day subway completely
The haulage capacity model of train, is passing in and out the gauze function of voltage of each website, traction inversion by surveying each subway train
Device line current and startup or braking time, calculate haulage capacity situation of change when whole day launch train completely or braking.
Method the most according to claim 1, it is characterised in that described method also includes:
Work as QAX () is when very big, i.e. QAX () is in when crest, illustrate that this period starts train quantity more than braking row
Car quantity, adjusts subway management and running figure；
Work as QA(x) be negative value very big time, i.e. QAWhen () is in negative value crest x, this period braking train quantity is described more than starting row
Car quantity, adjusts subway management and running figure.
Method the most according to claim 2, it is characterised in that the mode of described adjustment subway management and running figure includes: adjust
Entering the station or the departures time of whole subway train, improves or reduces the operation speed per hour of subway train.
The most according to the method in claim 2 or 3, it is characterised in that described method also includes:
When at certain interval value QAX () is when very big, i.e. QAX () is in when crest, can take to reduce startup train
Quantity, extend train station the time of staying or reduce train operation speed per hour adjust subway management and running figure；
When at certain interval value QA(x) be negative value very big time, i.e. QAWhen () is in negative value crest x, can take to reduce braking train
Quantity, shorten train station the time of staying or improve train operation speed per hour adjust subway management and running figure.
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| JP6215032B2 (en) * | 2013-12-17 | 2017-10-18 | 株式会社東芝 | Operation plan creation device |
| CN105930937B (en) * | 2016-05-07 | 2019-05-31 | 浙江大学 | A kind of train operation scheduling Integrated Optimization considering subway speed line |
| CN106672027B (en) * | 2017-01-06 | 2019-07-12 | 广州地铁集团有限公司 | A kind of urban track traffic ATS energy conservation timetable preparation method |
| CN109760721A (en) * | 2019-02-28 | 2019-05-17 | 南京理工大学 | A kind of train interval operation real-time regulating system and method |
| CN111791923B (en) * | 2020-05-21 | 2021-06-29 | 北京交通大学 | Energy-saving-oriented single-track railway train scheduling method and system |
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| CN103738367A (en) * | 2013-12-27 | 2014-04-23 | 北京交控科技有限公司 | Rail transit planed running chart optimization method |
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| JP5697757B2 (en) * | 2011-10-19 | 2015-04-08 | 三菱電機株式会社 | Travel plan creation device and automatic train operation device |
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| EP0467377A2 (en) * | 1990-07-18 | 1992-01-22 | Hitachi, Ltd. | Method of producing a train running plan |
| CN103448758A (en) * | 2013-08-21 | 2013-12-18 | 中国铁道科学研究院 | On-time and energy-saving train automatic adjusting method and system |
| CN103738367A (en) * | 2013-12-27 | 2014-04-23 | 北京交控科技有限公司 | Rail transit planed running chart optimization method |
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