RU2591560C1 - Method of energy-efficient train schedule on electrified railroads mock-up simulation - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to planning of railway traffic. Method involves formation of train schedule, which additionally considers allowable change in train packets ordinate intersection in opposite directions relative to profile element with maximum recovery, wherein version of schedule selection is carried out based on traction calculations for unified train weights and series of electric stock circulating in section, underlying calculations of electric loads in traction power supply system based on train schedule, for this purpose, initial version of schedule to simulate basic rated diagram is adopted, then based on results of traction power supply system operation simulating obtained result for traffic schedule is compared with basic version. At that, if achieved result relates to versions of higher energy efficiency, it is entered into data base of energy-efficient versions for further selection based on criterion of minimum deviation of parameters from basic diagram graph.

EFFECT: reduced power consumption on transportation.

1 cl, 3 dwg

Description

The invention relates to methods for simulating the movement of trains on electrified railways, and in particular to methods for simulating the movement of trains on sections of railways using regenerative braking by electric rolling stock, in particular, to a method for generating and adjusting a normative train schedule according to the criterion of energy efficiency of a transportation process, determined using data of the electricity metering system for the connections of the contact network of traction substations.

The aim of the invention is to reduce the energy consumption for transportation by forming a standard train schedule.

Specific recovery in a number of railway sections reaches 10 kW · h / 10 ⁴ t · km gross. The indicated value depends on a number of factors, including the relative position of trains on inter-substation zones and the conditions for the application of regenerative braking by electric rolling stock. The relative position of the electric rolling stock on the railway section as a whole is determined by the standard timetable, in particular, the intervals of departures from stations, inter-train intervals on inter-station sections, the number of trains in packages (packs) of the schedule, and the relative positions of train packets (packs) in the even and odd directions. An increase in the value of specific recovery leads to a decrease in the total energy consumption consumed from traction substations.

The solution to the problem of creating an energy-efficient traffic schedule for a specific section of the railway in an analytical form seems extremely difficult. In this regard, all known methods are based on simulation

A known method of simulation of train traffic over a section of the railway [1]. The specified method makes it possible to assess operational performance according to the simulated train schedule when implementing energy-saving technologies and constructing an optimal train schedule. However, using this method, it is impossible to track the change in the state of the model between certain time intervals and evaluate the change in the level of recovery.

Closest to the proposed method is a method consisting in simulation, in which set the schedule of trains and other data related to the characteristics of the railway section [2]. The simulation is carried out with a certain modeling step with the possibility of stopping the process and rolling back the simulation back to an arbitrary period of time and resuming the simulation from the time that the rollback occurred. Also known is a device for constructing energy-saving schedules for train traffic, which implements a method for constructing graph threads based on data on the current position of the train [3]. The proposed methods and devices do not solve the problem of forming an energy-efficient regulatory schedule of trains or adjusting a standard schedule of traffic from the set of possible schedules for freight trains and evaluating the influence of recovery energy on electricity consumption, determined according to the data of electricity metering systems of traction substations. The disadvantages of existing methods include the following:

1) the absence of restrictions on the inter-train traffic intervals and the number of trains in the package from the stations;

2) the inability to take into account the passage by the train packet of the element of the track profile with maximum recovery;

3) the lack of selection of schedule options from the set of optimal ones according to the principle of maximum similarity with the original version in order to reduce operating costs associated with changing the schedule;

4) the inability to assess the change in the amount of energy recovery on the site.

The technical result of the proposed method consists in the formation of an energy-efficient regulatory schedule of trains or its adjustment.

The proposed method is based on the following:

1) the formation of a section database containing information about the parameters of the section (track profile, series of locomotives, train weights, traffic sizes, speed limits, train stops, etc.);

2) the formation of a block of traction calculations for the unified masses of trains circulating on the railway section;

3) determination of the ordinates of the path profile element with the maximum recovery on the site;

4) assessment of energy efficiency for the existing regulatory train schedule;

5) the formation of a range of restrictions on the size of the inter-train interval, the number of trains in packages (packs), technical speed in freight traffic;

6) the formation of many traffic schedules in the range of inter-train intervals in freight traffic;

7) the formation of many traffic schedules in the range of changes in the number of trains in a package (pack);

8) the formation of many traffic schedules in the range of possible intersections of oncoming train packets on the track profile element with maximum recovery;

9) definition of a subset of energy-efficient traffic schedules;

10) selection of a regulatory movement schedule from a subset of energy-efficient ones according to the criterion of minimum deviation from the initial regulatory schedule.

Differences from the known methods for determining losses are:

1) the formation of the schedule options by combining the schedule parameters in the acceptable ranges - the departure interval, the inter-train interval for the mutual arrangement of train packets, the number of trains in a packet;

2) taking into account when forming the schedule of crossing the oncoming flows of trains relative to the ordinates of the track profile element with the maximum recovery, determined on the basis of traction calculations;

3) the formation of a set of valid schedules of a subset of energy-efficient schedules;

4) selecting a schedule from a subset of energy-efficient options according to the criterion of the minimum deviation of the train schedule from the standard schedule in order to reduce operating costs associated with the transition from the existing to the new version of the standard schedule.

The coordinates of the track profile element with the maximum recovery on the railway section are determined on the basis of traction calculations for series of electric rolling stock and unified masses of trains circulating on the section. Traction calculations for set speeds allow you to determine the application of regenerative braking. Of the many cases of applying regenerative braking by electric rolling stock, the case with the maximum recovery energy is taken into account, taking into account the distribution of train masses on the railway section. This is done as follows. The products of the recovery energy and the fraction of trains of the corresponding mass in the traffic schedule are determined. The path profile element corresponding to the maximum value of the product is the profile element with the maximum recovery. In further calculations, the middle of the section of the indicated element of the track profile is used as the ordinate of the maximum recovery to change its travel time by oncoming train packets.

The oncoming train packages are regulated with respect to the ordinate of maximum recovery by changing the time the train package travels through the specified ordinate. For this, the conditional string of the train of the packet is determined, corresponding to the average time the trains follow the packet of stations. The travel time of the ordinal train of the ordinate of the maximum recovery is used to change the interval of the packets following directions of the specified ordinate.

In FIG. 1 shows the implementation of the method for an arbitrary section of the railway. At the first stage (block 1), a database of the railway section is formed, which includes data on the section profile, speed limits, train stops, traction multiplicity, series of electric rolling stock moving on the site, unified train masses, traction power supply system and other

At the second stage (block 2), traction calculations are performed for the unified train masses and operated electric rolling stock series.

where W _i - the consumption of electric energy by the i-th train on the site;

U _TKPi - voltage on the current collector of the i-th electric locomotive;

I _ESPi - the average current of the electric locomotive in the area;

t _peri is the travel time of the first train by the i-th train.

The next stage of calculations (block 3) is devoted to the implementation of electrical calculations. The basis of the calculations is the existing regulatory schedule. In the case of the formation of a traffic schedule, one of the schedules of the executed traffic on the considered section of the railway is taken as the basis for the calculations.

where W is the electrical energy consumption per day in accordance with the schedule;

N is the number of trains per day;

W is the consumption of electric energy by the i-th train. The calculation results are sent to the database of graph options and contain data on the energy consumption W in the area during the implementation of the site in question.

The formation of a variety of options for train schedules is carried out at the next stage (block 4) based on the specified ranges of changes in the inter-train intervals, the intervals between packets, the number of trains in packets and the offsets of oncoming train packets relative to the ordinate of the maximum recovery in the section for even and odd directions. At this stage, a set of permissible values of the parameters of the train schedule is formed based on restrictions on the parameters of the section and stations (block 1).

Next, the initial values of the motion schedule parameters are set (normative or executed schedules taken as the base case - block 5).

In block 6, calculations are performed to evaluate the energy efficiency of the traffic schedule. Within the permissible ranges of variation of the parameters of the motion graph, many options are formed (Fig. 2). Many charts are formed taking into account changes in the following parameters:

1) departure intervals and inter-train intervals:

t is the interval between the ith and i + 1 trains in the jth packet, the even / odd directions within t _min (the minimum interval between trains in a packet) and t _max (the maximum interval between trains) with the number of trains n for the interval p corresponding to the path profile element with maximum recovery;

the change in the interval of movement is carried out with an interval of increment between trains in the package Δt;

t _0h , t _0n - departure time for the first train of the daily schedule in the even and odd directions;

2) intervals between train packages:

τ _ijpr is the interval between the jth packets, in the even / odd directions within the minimum τ _min and maximum τ _max intervals between packets. The interval between packets is changed by Δτ;

3) the number of trains in the package:

N _ijpr - the number of trains in the j-th package in even / odd directions within the minimum N _min and maximum N _max number of trains in the package. The change in the change interval is carried out by ΔN;

4) the ordinates of maximum recovery in the area L _{max rivers} ;

5) the interval between the conditional threads of train packages for the r-th schedule relative to the ordinate of the maximum recovery Θ _ijпр .

The range of acceptable values is within the minimum Θ _min and maximum Θ _max time intervals between the conditional thread passing the packet of the even / odd direction of the ordinate of maximum recovery. The interval is changed by Δ величину.

The results are entered in the database of motion graphics.

In FIG. 3 is a fragment of a generated traffic schedule comprising: inter-train intervals t _{ijpr h} t _{ijpr n} in the first packet in even / odd directions; the departure time of the first train in the daily schedule is t _0h , t _0n ; the interval between packets in the even / odd directions - τ _{ijpr h (n)} ; the number of trains in the j-th packet in the even / odd directions N _{ijпр h (n)} , N _{ijпр n} ; ordinate of maximum recovery - L _{max rivers} ; the intervals between the conditional threads of the oncoming packets relative to the passage of the ordinate of the maximum recovery Θ _ijpr .

Searching the traffic schedules in the database (block 8, Fig. 1) allows you to create a subset of energy-optimal train schedules, characterized by a higher energy efficiency indicator compared to the standard schedule.

The search for a variant of execution of the normative schedule is carried out from a subset of energy-optimal ones according to the criterion of the minimum deviation from the initial normative schedule.

For each version of the graph, the deviation coefficient is determined by the expression:

where k _α are the coefficients determined for the parameters of the generated movement schedule relative to the base regulatory schedule:

deviation coefficient for the intervals of departure, determined for each i-th thread of the schedule:

where N is the number of trains in the schedule;

Δt _i - change in the inter-train interval for the i-th line of the train schedule relative to the base regulatory schedule;

deviation coefficient at intervals between packets:

where Δτ _j is the change in the interval between ju packets relative to the base normative schedule;

M _{n (h)} - the number of packets in the odd (even) directions; deviation coefficient for the number of trains in the package:

where ΔN _j is the change in the number of trains in the j-th packet relative to the base regulatory schedule;

deviation coefficient of oncoming train packets relative to the ordinate of maximum recovery:

where Θ _norms is the time interval between train packets relative to the ordinate of maximum recovery in the basic normative schedule.

At the final stage, from a subset of energy-efficient schedules, an option is selected that is as close as possible to the regulatory schedule with a minimum value of k _sums , in order to reduce operating costs associated with changing the regulatory schedule. The found schedule option is a normative energy-efficient train schedule.

Bibliographic list

1. Pat. for the invention 2359857 of the Russian Federation. IPC B61L 27/04. A multi-level system and method for optimizing the operation of railway transport / Kumar A.K., Hopept P.K., Mate S.S., Dzhulich P.M., Kaysak J., Shaffer G., Nelson S.D. (RF) - 2006125429/11. Claim 06/30/2004; Publ. 06/27/2009. Bull. Number 18.

2. Pat. for the invention 2297353 of the Russian Federation. IPC B61L 27/00. A method for simulating train flow in a railway section / Muginshtein L.A., Anfinogenov A.Yu., Kiryakin V.Yu., Peshko A.S., Vinogradova T.V., Vinogradov S.A. (RF) - 2005127976/11. Claim 09/08/2005; Publ. 04/20/2007. Bull. No. 11.

3. Pat. for the invention 2487036 of the Russian Federation. IPC B61L 27/00. The device for constructing energy-saving train schedules / Muginshtein L.A., Lyashko O.V., Anfinogenov A.Yu., Kiryakin V.Yu., Ponarin L.N., Vinogradov S.A. (RF) - 2011153812/11. Claim 12/28/2011; 07/10/2013 Bull. No. 19.

Claims (1)

A method for simulating an energy-efficient train schedule on electrified railways, which consists in creating a train schedule that allows to reduce electric power consumption at traction substations to a minimum level, subject to the restrictions imposed by the infrastructure of the railway section, taking into account inter-train intervals, the number of trains in a packet and intervals between packages of freight trains in even and odd directions, characterized in that There is a permissible change in the ordinate of the intersection of train packets in opposite directions relative to the profile element with the maximum recovery, while the choice of the schedule is based on traction calculations for unified train masses and electric rolling stock series used on the site, which are the basis for calculating the electrical loads in the traction power supply system based on the train schedule, for this, as an initial version of the schedule for simulation, the basic normative schedule is used, then, according to the results of simulation modeling of the traction power supply system, the obtained result for the movement schedule is compared with the basic option, if the achieved result is one with better energy efficiency, the result is entered into the database of a subset of energy-efficient options for subsequent selection by criterion minimum deviation of the chart parameters from the base normative chart.

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