TWI725961B - Metropolitan railway system with a reduced energy consumption - Google Patents
Metropolitan railway system with a reduced energy consumption Download PDFInfo
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- TWI725961B TWI725961B TW105109058A TW105109058A TWI725961B TW I725961 B TWI725961 B TW I725961B TW 105109058 A TW105109058 A TW 105109058A TW 105109058 A TW105109058 A TW 105109058A TW I725961 B TWI725961 B TW I725961B
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- 238000005265 energy consumption Methods 0.000 title description 9
- 230000005611 electricity Effects 0.000 claims abstract description 20
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims abstract description 10
- 230000002441 reversible effect Effects 0.000 claims abstract description 10
- 238000005096 rolling process Methods 0.000 claims abstract description 8
- 229910052742 iron Inorganic materials 0.000 claims abstract description 5
- 238000012546 transfer Methods 0.000 claims description 5
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 230000011664 signaling Effects 0.000 abstract 1
- 238000004519 manufacturing process Methods 0.000 description 5
- 238000009423 ventilation Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
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- 238000011084 recovery Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
- B60M3/06—Arrangements for consuming regenerative power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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Abstract
Description
本發明係關於一種都會鐵路系統。 The present invention relates to a metropolitan railway system.
需要一種中等或高容量系統,其具有一低能源消耗、能夠在高度都市化環境(諸如城市中心)快速且以一較低成本部署。 There is a need for a medium or high-capacity system that has a low energy consumption, can be deployed quickly and at a lower cost in a highly urbanized environment (such as a city center).
然而,例如關於能源消耗,此等系統之供應商藉由僅注重減少列車車廂之質量來尋求減少。 However, with regard to energy consumption, for example, suppliers of these systems seek to reduce by focusing only on reducing the quality of train cars.
本發明旨在滿足此需求,特定言之藉由提出一種由藉由實施一全局法而最佳化能源消耗所產生之系統,其中系統之每一組件不僅基於其自身可對減少能源消耗作出的貢獻,而且基於其對系統之其他組件具有之影響及該等組件對減少能源消耗之貢獻來調適。 The present invention aims to meet this need, specifically by proposing a system that optimizes energy consumption by implementing a global approach, in which each component of the system is not only based on its own contribution to reducing energy consumption Contribution, and based on its impact on other components of the system and the contribution of these components to reduce energy consumption to adjust.
為此,本發明係關於一種都會鐵路系統,其包含一土木工程及軌道組件、一鐵路車輛組件、一供電組件及一信號組件,其特徵在於:土木工程及軌道組件包含具有介於-6%與6%之間之坡度及由兩行鐵軌組成之軌道之一鐵路軌道;鐵路車輛組件包含在鐵道上滾動且具有分佈於組成一列車之車廂之車架之各者上之馬達構件之列車;供電組件包含複數個可逆變電站,每一變電站包含一轉換器,該轉換器連接在一電網與沿著軌道行進之一電氣第三鐵軌區段之間,且其能夠經啟動以操作:- 作為一整流器,以便將電從該電網朝向第三鐵軌之該區段傳送 以將電供應至連接至該區段之一列車,該列車之馬達起牽引作用;- 或作為一換流器,以便將電從該區段朝向該電網傳送以從連接至該區段之一列車回收電,該列車之馬達藉由制動而作用。 To this end, the present invention relates to a metropolitan railway system, which includes a civil engineering and track assembly, a railway vehicle assembly, a power supply assembly, and a signal assembly. The feature is that the civil engineering and track assembly includes A railway track with a gradient between and 6% and a track composed of two rows of rails; railway vehicle components include trains that roll on the railway and have motor components distributed on each of the frames of the carriages that make up a train; The power supply component includes a plurality of reversible power stations, and each substation includes a converter connected between a power grid and an electrical third rail section traveling along the track, and which can be activated to operate:-as a Rectifier to transfer electricity from the grid towards the section of the third rail In order to supply electricity to a train connected to the section, the motor of the train acts as a traction;-or as a converter to transfer electricity from the section to the grid to be connected to the section The train recycles electricity, and the train's motor acts by braking.
根據本發明之系統可包含下列特徵之一或多者: The system according to the present invention may include one or more of the following features:
- 土木工程及軌道組件之鐵路軌道具有可低至45米之曲率半徑。 -Railway tracks for civil engineering and track components have a radius of curvature as low as 45 meters.
- 土木工程及軌道組件之鐵路軌道在車站處具有相對於處於該車站上游及下游之軌道之平均輪廓之一突部。 -The railway track of civil engineering and track assembly has a protrusion at the station relative to the average profile of the track upstream and downstream of the station.
- 鐵路車輛組件之每一車廂在裝載時具有小於每車架14.5噸,較佳地等於近似每車架13噸之一質量。 -Each carriage of the railway vehicle assembly has a mass of less than 14.5 tons per carriage when loaded, preferably equal to approximately one mass of 13 tons per carriage.
- 鐵路車輛組件之每一車廂包含藉由一滾珠軸承連接至每一車架之一本體。 -Each car of the railway vehicle assembly includes a body connected to each frame by a ball bearing.
- 鐵路車輛組件之車廂係標準的。 -The carriages of railway vehicle components are standard.
- 鐵路車輛組件之每一車廂具有18米之一長度,兩個車架彼此分離達8米且各自配備有兩個電動馬達。 -Each carriage of the railway vehicle assembly has a length of 18 meters, the two carriages are separated from each other by up to 8 meters and each is equipped with two electric motors.
- 供電組件之每一可逆變電站連接在第三鐵軌之一區段與作為一中間專有電網之一電網之間,該系統之輔助設備連接至該專有中間電網。 -Each reversible power station of the power supply component is connected between a section of the third rail and a grid as an intermediate proprietary grid, and the auxiliary equipment of the system is connected to the proprietary intermediate grid.
- 信號組件包含用於列車之一自動控制系統,該等列車係無人駕駛的。 -The signal component contains an automatic control system for trains, which are unmanned.
- 鐵路車輛組件之車廂用來運送乘客及/或貨物。 -The carriages of railway vehicle components are used to transport passengers and/or goods.
本都會鐵路1包含一土木工程及軌道組件2、一鐵路車輛組件3、一供電組件4及一信號組件5。
The Metropolitan Railway 1 includes a civil engineering and
系統1首先作為一整體經最佳化以能夠具有相對於現存消耗達近似20%之一減少電消耗。該系統1其次作為一整體經最佳化以便能夠僅在三年或四年內快速部署於一城市中心。該系統1最後作為一整體經最佳化以具有低製作及維護成本。 The system 1 is first optimized as a whole to be able to reduce electricity consumption by approximately one 20% relative to the existing consumption. The system 1 is next optimized as a whole so that it can be quickly deployed in a city center in only three or four years. The system 1 is finally optimized as a whole to have low production and maintenance costs.
因此,土木工程及軌道組件2主要包含高架軌道區段。此等高架軌道區段由高架橋組成,每一高架橋包含藉由垂直支柱支撐之一水平延伸板。
Therefore, the civil engineering and
有利地,製作延伸板及支柱之基本部件係混凝土部件(較佳地經加工),該等混凝土部件具有有限數目之形狀以增大標準化且減少成本。 Advantageously, the basic components for making extension plates and pillars are concrete components (preferably processed), which have a limited number of shapes to increase standardization and reduce costs.
此一實質上高架組件2在城市中心特別受青睞,此係因為在製作系統1之工作期間,僅在安裝支柱且製作延伸板所需時間內封鎖公共道路。系統1之製作的所有其他步驟實質上脫離公共道路完成。
This substantively elevated
藉由實施由申請者開發且在文件EP 1,178,153 A1中描述之裝置製造由兩行鐵軌組成之鐵路軌道,其允許在高架橋之延伸板上所澆注之一混凝土擋板上自動、快速且精確安裝鐵軌之支撐元件。 By implementing the device developed by the applicant and described in document EP 1,178,153 A1, a railway track composed of two rows of rails is manufactured, which allows automatic, fast and precise installation of rails on one of the concrete baffles cast on the extension slab of the viaduct的Supporting element.
鐵路軌道可具有小的曲率半徑至45米(相對於針對當前系統之近似100米之最小曲率半徑)。此小曲率半徑使得可減小鐵路網之尺寸。此在鐵路軌道必須被併入一高度都市化環境之中心中時特別受青睞。 Railway tracks can have a small radius of curvature up to 45 meters (relative to the minimum radius of curvature of approximately 100 meters for current systems). This small radius of curvature makes it possible to reduce the size of the railway network. This is particularly popular when railway tracks must be incorporated into the center of a highly urbanized environment.
鐵路軌道可具有介於-6%與+6%之間之坡度,其係針對一都會鐵路系統之一相當大的區間。此區間大致介於-4%與+4%之間。此等大坡度使得可藉由提供從一第一高度快速變為一第二高度之可能性而減小路網之尺寸。此在其涉及將地下軌道之區段或最低軌道高度之區段與公共道路(例如,現存軌道區段),與高架區段連接時特別有利。一般言之,此提供線路之可行輪廓的更大靈活性。 The railway track may have a gradient between -6% and +6%, which is for a fairly large section of a metropolitan railway system. This interval is roughly between -4% and +4%. These large slopes make it possible to reduce the size of the road network by providing the possibility of quickly changing from a first height to a second height. This is particularly advantageous when it involves connecting a section of an underground track or a section of the lowest track height to a public road (for example, an existing track section) and an elevated section. Generally speaking, this provides greater flexibility in the feasible contours of the route.
有利地,列車所停靠之一車站之月台處之鐵路軌道部分相對於位於車站上游及下游之一平均軌道高度突起,使得軌道具有針對到達車站之一向上坡度及針對離開車站之一向下坡度。因此,當一列車到達車站時,該列車藉由向上坡度自然減速,且當其離開車站時,其藉 由向下坡度加速。軌道之此構形參與減少列車在線路上行駛之電消耗。 Advantageously, the part of the railway track at the platform of a station where the train stops protrudes relative to an average track height located upstream and downstream of the station, so that the track has an upward gradient for the one arriving at the station and a downward gradient for the one leaving the station. Therefore, when a train arrives at the station, the train naturally decelerates by an upward gradient, and when it leaves the station, it borrows Accelerate from a downward slope. This configuration of the track participates in reducing the electricity consumption of the train running on the line.
供電組件4包含複數個可逆變電站。文件EP 1,985,490 A1描述基於可逆變電站之此一供電組件。更明確言之,每一可逆變電站包含一轉換器,該轉換器能夠經啟動以操作:- 作為一整流器,以便將電從一電網朝向一線路傳送以將電供應至馬達起牽引作用之一列車;- 或作為一換流器,以便將電從線路朝向電網傳送以從列車回收電,該列車之該等馬達藉由制動而作用。
The
在本系統1中,列車電連接至之線路係沿著鐵路軌道之鐵軌線路行進之一第三鐵軌。由於系統1與公共道路及人分離,故選擇此解決方案。因此,不存在使一被供電鐵軌達到750V DC之一電壓以給起牽引作用之列車之電動馬達供電之風險。或者,線路係鐵路軌道之一或多個部件上之一接觸網(catenary)。 In this system 1, the line to which the train is electrically connected is a third rail that travels along the rail line of the railroad track. Since system 1 is separated from public roads and people, this solution is chosen. Therefore, there is no risk of bringing a powered rail to a voltage of 750V DC to power the electric motor of the traction train. Or, the line is a catenary on one or more parts of the railway track.
在本系統中,不同變電站連接至之電網並非直接為電供應商之電網,而係各種輔助設備件亦連接至之一專有中間電網,諸如用於隧道中之軌道區段之通風設備、車站處之顯示設備等等。此一構形使得可再使用在制動期間回收之能源以為連接至此中間電網之所有輔助設備供電,藉此減少能源消耗。 In this system, the power grids connected to different substations are not directly the power grids of the electricity supplier, but various auxiliary equipment components are also connected to a proprietary intermediate power grid, such as the ventilation equipment for the track section in the tunnel, the station Display equipment and so on. This configuration makes it possible to reuse the energy recovered during braking to power all auxiliary equipment connected to the intermediate grid, thereby reducing energy consumption.
實施可逆變電站之另一優點係能夠使列車車載制動變阻器免於消散由起制動作用之馬達產生之電。 Another advantage of implementing a reversible power station is that it can prevent the on-board brake rheostat of the train from dissipating the electricity generated by the braking motor.
因此,列車不再在周圍空氣中以熱形式消散其制動能。若線路包含隧道中之區段,則其等隧道中之空氣保持在一低溫且無需為隧道提供輔助通風設備。由於列車在其中空氣保持相對較冷之隧道中行駛,故不再需要提供車載輔助通風設備來冷卻車廂內之空氣。所有此等皆為能源節省之源。 Therefore, the train no longer dissipates its braking energy in the form of heat in the surrounding air. If the line includes a section in a tunnel, the air in the tunnel is kept at a low temperature and there is no need to provide auxiliary ventilation equipment for the tunnel. Since the train runs in a tunnel where the air remains relatively cold, it is no longer necessary to provide on-board auxiliary ventilation equipment to cool the air in the carriage. All of these are sources of energy saving.
鐵路車輛組件3包含由兩個至五個車廂組成之列車。
The
每一車廂較佳地具有2.7米寬且18.0米長之一軌距(在耦合件之間)。 Each car preferably has a gauge (between the couplings) of 2.7 meters wide and 18.0 meters long.
車廂包含較佳地彼此分離達8米的兩個車架,每一車架包含兩個車軸。較佳地,使用一異步電動馬達來機動化每一車軸。 The carriage contains two frames that are preferably separated from each other by up to 8 meters, each frame containing two axles. Preferably, an asynchronous electric motor is used to motorize each axle.
每一車架之滾動係一鐵滾動(車輪/鐵軌)。 The rolling of each frame is an iron rolling (wheel/rail).
因此,鐵路車輛組件3之一列車配備有分佈於每一車架上之馬達構件。列車係100%機動化。
Therefore, one of the trains of the
此變得可行,此係因為如上文指示,針對電氣制動功能,車廂不包含一制動變阻器,由馬達產生之電藉由馬達起牽引作用之另一列車或藉由起能源回收作用之可逆變電站回收。因此,此使得可在車廂之本體下方,在兩個車架之間釋放大的空間。通常,一制動變阻器佔據本體之寬度的絕大部分且具有約1.2米之一長度。本體下方釋放之此空間用來機動化每一車架且在車架之間安置與一電動馬達相關聯之設備(諸如牽引箱、轉換器等等)。 This becomes feasible because, as indicated above, for the electric braking function, the carriage does not contain a brake varistor, and the electricity generated by the motor is recovered by another train whose traction is performed by the motor or by a reversible power station that functions as energy recovery. . Therefore, this makes it possible to release a large space between the two frames under the body of the car. Generally, a brake varistor occupies most of the width of the body and has a length of about 1.2 meters. The space released under the body is used to motorize each frame and to place equipment associated with an electric motor (such as a towing box, a converter, etc.) between the frames.
馬達構件沿著整個列車之分佈導致具有好得多的加速及制動效能之一列車,其直接影響列車之駕駛靈活性且因此影響其被信號組件5以儘可能接近針對軌道之每一區段判定之最佳速度曲線被驅動的能力。
The distribution of motor components along the entire train results in a train with much better acceleration and braking performance, which directly affects the driving flexibility of the train and therefore affects it by the
實施100%機動化之列車使得可運用鐵滾動(車輪/鐵軌接觸)跨越介於-6%與+6%之間之坡度。應注意針對高坡度,通常將使用充氣輪胎。然而,此解決方案造成比與一鐵軌接觸之一金屬車輪高得多之摩擦損耗。因此,鐵滾動在減少本系統之能源消耗方面扮演一重要角色。 The implementation of 100% motorized trains makes it possible to use iron rolling (wheel/rail contact) to cross slopes between -6% and +6%. It should be noted that for high slopes, pneumatic tires will usually be used. However, this solution causes much higher friction losses than a metal wheel in contact with a rail. Therefore, iron rolling plays an important role in reducing the energy consumption of the system.
應注意,包含100%機動化車廂之鐵路車輛組件3具有一較高製造成本。然而,藉由整個系統內之操作收益快速抵消此成本。
It should be noted that the
有利地,鐵路車輛組件3之車廂之本體係輕的,在車廂被裝載
時,其具有每車架低於14.5噸,較佳地等於每車架13.0噸之一重量(近似每平方米6個重70kg的人)。例如,本體由鋁製成。每車架之此質量經最佳化以便要求較少牽引能。相應地確定供電組件之大小。
Advantageously, the basic system of the carriage of the
為能夠在具有一小曲率半徑之軌道上行駛,本體藉由一軸承連接(較佳地一滾珠軸承)連接至每一車架。此類型之連接允許車架之軸與本體之軸之間之大角度行駛以便穿過彎道。 In order to be able to travel on a track with a small radius of curvature, the body is connected to each frame by a bearing connection (preferably a ball bearing). This type of connection allows a large angle between the axle of the frame and the axle of the body to travel through curves.
在本都會鐵路系統中,藉由電動馬達提供列車之99%之標稱制動力。藉由裝備每一車廂之一氣壓制動裝置完成剩餘百分比。在正常操作條件下,氣壓制動裝置用於在列車低於3km/h前進時停駐在車站中。在降級操作條件下,一車廂之氣壓制動裝置經定大小以取代該車廂之電動馬達執行制動達對應於列車之一個使用日之一時間長度,使得列車之操作不受一電動馬達或牽引馬達之一故障影響。若需要,制動裝置則亦能夠執行緊急制動。應注意,氣壓制動裝置易於維護,此係因為它通常很少使用。 In the metropolitan railway system, 99% of the nominal braking force of the train is provided by electric motors. Complete the remaining percentage by equipping each car with one pneumatic brake device. Under normal operating conditions, the pneumatic braking device is used to park in the station when the train is moving at less than 3km/h. Under degraded operating conditions, the pneumatic brake device of a carriage is sized to replace the electric motor of the carriage to perform braking for a period of time corresponding to a service day of the train, so that the operation of the train is not affected by an electric motor or a traction motor. A fault effect. If necessary, the braking device can also perform emergency braking. It should be noted that the pneumatic brake is easy to maintain because it is usually rarely used.
較佳地,車廂係標準車廂,即,彼此相同,以便最小化開發及製造成本。因此,一者為一末節車廂提供一無人駕駛座艙區,及經設計以放置於兩個車廂之間之一中間車廂。因此,一列車之組成特別簡單,此係因為它涉及鉤住末端車廂且將零至三個之間的中間車廂鉤住彼此。 Preferably, the cars are standard cars, that is, identical to each other in order to minimize development and manufacturing costs. Therefore, one provides an unmanned cockpit area for a terminal car and is designed to be placed in one of the middle cars between the two cars. Therefore, the composition of a train is particularly simple because it involves hooking the end cars and hooking the middle cars between zero and three to each other.
組成列車之車廂數取決於線路之經營者希望達到之容量。線路之容量亦取決於兩個連續列車之間之時間間隔。傳統上,此間隔在高峰時段期間係90秒。在本都會鐵路系統中,亦可藉由實施如下文將描述之一適當信號組件5而縮短此間隔。經設計用於一城市中心之本系統1使得可每小時運送介於10,000與45,000之間之乘客。
The number of cars that make up a train depends on the capacity that the line operator hopes to achieve. The capacity of the line also depends on the time interval between two consecutive trains. Traditionally, this interval is 90 seconds during peak hours. In this metropolitan railway system, this interval can also be shortened by implementing an
信號組件5併入ATO(自動列車操作)類型之列車之一自動控制系統,其與ATC/ATP(自動列車控制及自動列車保護)類型之一系統耦
合。例如,此涉及基於列車上與地面之間之通信之類型之一系統,其被稱為CBTC(基於通信之列車控制)。較佳地,此係類似於歐洲列車控制系統3級之一CBTC系統。
The
使用此一自動控制系統,列車無需一駕駛員。一無人駕駛都會鐵路系統自身係使得可最小化能源成本之一系統。 Using this automatic control system, the train does not need a driver. An unmanned metropolitan railway system itself is a system that makes it possible to minimize energy costs.
此外,一列車可經控制使得其瞬時速度儘可能接近軌道之每一點處之一最佳速度剖面。 In addition, a train can be controlled so that its instantaneous speed is as close as possible to an optimal speed profile at each point of the track.
藉由考慮列車之加速及制動效能判定此最佳速度剖面,其歸因於分佈式及100%機動化而係特別高的。 The optimal speed profile is determined by considering the acceleration and braking performance of the train, which is particularly high due to distributed and 100% motorization.
此外,使用此一信號組件,列車之交通可被最佳化,特定言之藉由使列車緊隨彼此,使得當一個列車進行制動操作且提供電時,前一或後一列車起牽引作用以使用該能源。 In addition, by using this signal component, the train traffic can be optimized. In particular, by making the trains follow each other closely, so that when a train is braking and providing electricity, the previous or next train acts as a traction. Use that energy.
最後,ETCS 3級類型之一信號組件使得可去除沿著軌道之大量輔助設備件。
Finally, a signal component of the
本都會鐵路系統之實施方案在其各種組件相對於且基於彼此最佳化的情況下,允許相對於當前捷運系統之20%的能源消耗減少。 The implementation of the Metropolitan Railway System allows for a 20% reduction in energy consumption relative to the current MRT system when its various components are optimized relative to and based on each other.
本都會鐵路系統之使用亦可藉由將其不僅用於乘客運送,而且用於貨物運送而變得可盈利。例如,其中在白天,列車之車廂主要用於乘客運送,在夜晚,車廂主要用來運送貨物。 The use of the metropolitan railway system can also be profitable by using it not only for passenger transportation, but also for cargo transportation. For example, in the daytime, the carriages of the train are mainly used to transport passengers, and at night, the carriages are mainly used to transport goods.
1:都會鐵路系統 1: Metropolitan Railway System
2:土木工程及軌道組件 2: Civil engineering and track components
3:鐵路車輛組件 3: Railway vehicle components
4:供電組件 4: Power supply components
5:信號組件 5: Signal components
在閱讀單獨作為一實例提供且參考隨附圖式完成之下列描述後將更好地理解本發明及其優點,其中唯一圖式係根據本發明之都會鐵路系統之一概略圖。 The present invention and its advantages will be better understood after reading the following description, which is provided separately as an example and completed with reference to the accompanying drawings, wherein the only drawing is a schematic diagram of a metropolitan railway system according to the present invention.
1:都會鐵路系統 1: Metropolitan Railway System
2:土木工程及軌道組件 2: Civil engineering and track components
3:鐵路車輛組件 3: Railway vehicle components
4:供電組件 4: Power supply components
5:信號組件 5: Signal components
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CN202935372U (en) * | 2012-10-24 | 2013-05-15 | 南京工业大学 | Urban rail train platform auxiliary system based on braking kinetic energy recycling |
TWI408070B (en) * | 2007-04-25 | 2013-09-11 | Alstom Transport Sa | System, sub-station and method for recovering brake energy of rail vehicles, rail vehicles for this system |
CN103895533A (en) * | 2012-12-27 | 2014-07-02 | 阿尔斯通运输股份有限公司 | Method for optimizing the operation of a reversible traction substation and associated devices |
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US20040015255A1 (en) * | 2002-01-16 | 2004-01-22 | Ballard Power Systems Corporation | Process for the optimization of the design of an electric power train |
FR2873332B1 (en) * | 2004-07-21 | 2006-11-03 | Alstom Transport Sa | SYSTEM AND SUBSTATION FOR POWER SUPPLYING A TRACTION NETWORK |
FR2918004B1 (en) * | 2007-06-29 | 2009-09-11 | Alstom Transport Sa | POWER SUPPLY SYSTEM FOR A RAILWAY VEHICLE |
CN201923129U (en) * | 2011-01-18 | 2011-08-10 | 王超 | Wireless elevated light-rail rapid bus system |
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TWI408070B (en) * | 2007-04-25 | 2013-09-11 | Alstom Transport Sa | System, sub-station and method for recovering brake energy of rail vehicles, rail vehicles for this system |
CN202935372U (en) * | 2012-10-24 | 2013-05-15 | 南京工业大学 | Urban rail train platform auxiliary system based on braking kinetic energy recycling |
CN103895533A (en) * | 2012-12-27 | 2014-07-02 | 阿尔斯通运输股份有限公司 | Method for optimizing the operation of a reversible traction substation and associated devices |
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