RU2600960C1 - Method of determining non-productive losses of electric power by electric rolling stock during movement of sections with time limitation of speed using on-board information-measuring systems for metering electric power - Google Patents

Abstract

FIELD: electricity.

SUBSTANCE: invention relates to accounting for electric energy losses by an electric rolling stock. Method of determining non-productive losses of electric energy by an electric rolling stock during movement of sections with temporary limitation of speed involves comparing actual consumption of electric power for temporary limitation of speed with basic value of power consumption for same section. Actual power consumption is fixed by means of an on-board information-measuring system on electric rolling stock, which enables to record electric power consumption, coordinates and speed with a given interval. Basic value of electric power consumption is determined as arithmetic mean of sampling travel with similar parameters of trains. Reference of train speed limitation to temporary limitation is carried out based on comparison of actual coordinates of train with coordinates of points of warning on speed limitation.

EFFECT: technical result is improvement of accuracy of determining non-productive losses of electric energy by an electric rolling stock.

3 cl, 2 dwg

Description

The invention relates to electric rolling stock of railway transport, and in particular to electric energy metering systems, in particular to a method for determining unproductive losses of electric energy by electric rolling stock caused by a temporary restriction of the speed of movement in a section.

The aim of the invention is to improve the accuracy of determining unproductive losses of electricity by electric rolling stock during the investigation of sections with a temporary limitation of speed.

A temporary speed limit is understood as an action to reduce the speed of movement on a certain segment of a track section caused by repair, construction and cleaning operations, malfunctioning of the track, contact network devices, crossing signaling, track devices of automatic locomotive signaling, artificial and other structures. Every year, the number of temporary speed limits on a railway network caused by various reasons amounts to hundreds of thousands. Each temporary speed limit is the cause of the additional consumption (loss) of electricity associated with the restoration of the kinetic energy of the train lost during braking, movement at a limited speed and acceleration. The determination of electricity losses is necessary not only for calculating the damage caused by a temporary speed limit, but also for adjusting the rate of consumption of electric energy allocated to the locomotive crew for the fact of its completion, taking into account the follow-up of temporary speed limits.

Currently, on the railway network, the loss of electric energy associated with the restoration of the kinetic energy of a train is determined in specific terms in accordance with regulation [1] and instruction [2]. According to these regulatory documents, specific losses of electricity as a result of a temporary speed limit are determined by a heating engineer of a locomotive depot based on operational standards obtained as a result of control measurements of electric energy consumption for each series of traction rolling stock, taking into account the conditions of its operation. The disadvantage of this method is the inability to take into account the impact on the final result of the path profile, length and composition parameters and a number of other factors. Also, the method does not allow to estimate the magnitude of the absolute value of unproductive losses of electricity with a temporary speed limit.

The disadvantage of this method is the inability to take into account the influence of the path profile, length and composition parameters and a number of other factors on the final result. Also, the method does not allow to estimate the magnitude of the absolute value of the loss of electricity with a temporary speed limit. In addition, when commissioning a new series of electric locomotives, additional studies are required to determine the corresponding specific values of energy consumption.

The known method [3], using a different principle of control of electricity consumption by means of transport and, in particular, by electric rolling stock. It is based on a computerized approach to electricity metering. The essence of the method lies in the fact that from the device for measuring electric energy on a vehicle with a certain time interval, data are received and stored in the memory of the storage device, which indicate the current values of energy consumption by the vehicle. Then, from the measured data, the energy consumption in a separate section of the path is determined. In this case, the determination of the position of the transport is carried out by means of the GPS system, Galileo, passenger information system, by means of manual entry by the driver or by reference. Then, comparative data is extracted from the data bank, which indicate the energy consumption of the means of transport on previous trips on this section of the track. The comparison result, depending on the sign, characterizes either the level of saving of electric energy during the trip, or its loss in comparison with previous trips. This method is used to assess the efficiency of driving a vehicle on a site by various drivers (drivers), however, it can not be used to determine the energy consumption with a temporary speed limit, since the boundaries of the sections covering braking, limited speed movement and acceleration are not fixed and unknown in advance.

The technical result of the invention is as follows:

- improving the accuracy of determining overhead losses of electricity by electric rolling stock with a temporary speed limit due to the use of data on the actual value of electricity consumption by electric rolling stock during braking, movement with a limited speed and acceleration to a set speed;

- the realization of the possibility of determining not only specific but also absolute values of unproductive losses of electricity;

- eliminating the need for additional studies to determine the empirical values of the specific energy consumption for braking, limited speed movement and acceleration of the train for new series of electric rolling stock commissioned.

Differences from the method [1] are:

- Obtaining the actual values of electricity consumption by electric rolling stock during braking, movement with a limited speed and acceleration to a set speed according to data from on-board information-measuring complexes of electricity metering equipped with global satellite positioning tools;

- Obtaining the absolute values of unproductive losses of electric energy with a temporary speed limit by comparing the results of a single trip with the results of statistical processing of the data of the travel array for trains with similar parameters that followed this section without a temporary speed limit.

The difference from the method [2] is the ability to determine the temporal and spatial boundaries of the beginning and end of braking, movement with limited speed and acceleration with a temporary speed limit by comparing the actual speed of the train with the base speed, determined by the statistical processing of the data of the travel array for trains with similar parameters who have followed this section without a temporary speed limit. This allows you to allocate a fraction of the energy consumption of electric rolling stock spent directly in the process of braking, movement at a limited speed and acceleration.

In the proposed method, to determine the unproductive losses of electric energy with a temporary speed limit, data from on-board information-measuring systems are used to record the results of measuring electric energy with a specified time interval and equipped with global satellite positioning systems or other means for determining the location of electric rolling stock. According to the results of each trip, a data array is obtained in which each moment of time t recorded with an interval Δt corresponds to the measured values of the actual energy consumption, taking into account the recovery W _f , the actual speed V _f and the coordinates of the location. The database of the results of all trips is stored on a special server.

The algorithm for processing trip data in order to identify temporary speed limits and calculate the resulting overhead energy losses is shown in FIG. 1. The body of the algorithm can conditionally be divided into seven functional blocks.

In block 1, the measurement interval Δt and the initial coordinates (φ _i ; λ _i ) are entered and the start time of the trip (t ₀ ) and the initial values of the actual flow rate (W _f0 ) and speed (V _f0 ) are set.

In block 2, the moment of entry to the place of action of the speed limit warning is determined, the sign of which is the correspondence of the train coordinate to the initial coordinate of the place of action of the speed limit warning.

The actual coordinate is analyzed at every i-th point in time, while the moment it takes the value of the initial coordinate of the place of action of the speed limit warning is considered the moment the temporary speed limit begins. At the moment of coincidence of these coordinates, the actual time and speed at the entrance to the place of action of the warning about the speed limit (t ₂ ) and the reading of the electricity meter taking into account the recovery at the given time (W ₂ ) are recorded. Information about the locations of the speed limit warnings is contained in the corresponding database (point 2 in FIG. 2).

In block 3, the basic values of the electric power consumption and speed are calculated for a given section and, in particular, for a track point corresponding to the moment of the beginning of the temporary speed limit operation of the rolling stock under study. For this, a trip sample is formed from the database with the same parameters for the previous time period for trains that have traveled this section without speed limits. For each i-th point of the path of this section, the average (basic) values of energy consumption and speed are determined (in Fig. 2 curves W _b and V _b ):

$$W_{bi}=\frac{{\displaystyle \sum _{j=\mathrm{one}}^n{W}_{ij}}}{n},\left(\mathrm{one}\right)$$

$$V_{bi}=\frac{{\displaystyle \sum _{j=\mathrm{one}}^n{V}_{ij}}}{n},\left(2\right)$$

where W _ij , V _ij are the values of power consumption and speed at the i-th way point for the j-th trip;

n is the number of j trips.

The basic values of the flow rate (W _b2 ) and speed (V _b2 ) are determined and fixed, corresponding to the point of the path where the electric rolling stock was located, the beginning of the action of the temporary speed limit during the study trip (point 2 in Fig. 2).

In block 4, the moment of the beginning of the braking of the train when approaching the place of action of the warning about speed limits is determined. For this, the actual and base speeds are compared at each i-th point preceding the moment of the speed limit warning. The point at which the equality of the actual (V _phi ) and base (V _bi ) speeds is taken is the start of braking when approaching the place of action of the speed limit warning (point 1 in Fig. 2). The moment of start of braking t ₁ and the actual and basic values of the flow rate and the actual speed (W _f1 , W _b1 , V _f1 , V _b1 ) are _fixed .

In block 5, the moment of the start of movement after the investigation of the place of action of the speed limit warning is determined, the sign of which is the correspondence of the train coordinate to the final coordinate of the place of action of the speed limit warning. To do this, return to the moment of entry to the place of action of the warning about the speed limit t ₂ . At each subsequent ith time, the equality λ _i = λ _k is satisfied; f _i = f _k . The moment when the equality becomes incorrect is considered the moment of the start of the train acceleration (point 3 in Fig. 2), and the actual and basic values of the flow rate and the actual speed (V _f3 , W _b3 , V _f3 , V _b3 ) corresponding to this moment and waypoint are fixed.

In block 6, the moment of termination of the acceleration of the train is determined after following the scene of the action of the warning about speed limits. For this, the actual and base speeds are compared at each subsequent i-th point of the path. The point at which the inequality V _phi ≥V _bi is satisfied is taken to end the acceleration of the train after following the scene of the speed limit warning (point 4 in Fig. 2). The moment of the end of acceleration t ₄ and the actual and basic values of the flow rate and the actual speed (V _f4 , W _b4 , V _f4 , V _b4 ) are _fixed .

In block 7, the absolute value of unproductive losses of electric energy is calculated with a temporary speed limit according to the formula:

$$\Delta W_{\mathrm{about}gR}=(W_{b\mathrm{four}}-W_{b\mathrm{one}})-(W_{f\mathrm{four}}-W_{f\mathrm{one}}),\left(3\right)$$

Using a similar formula, the difference between the actual and base energy consumption for individual zones can be calculated: braking, limited speed movement and acceleration.

Specific unproductive losses of electrical energy with a temporary speed limit are determined by the formula:

$${\delta }_{ng}=\frac{\Delta W_{ng}}{P\cdot s_{\mathrm{fourteen}}},\left(3\right)$$

where P is the weight of the train;

s ₁₄ - the distance between points 1 and 4 (Fig. 2).

The invention is aimed at improving the accuracy of determining overhead losses of electricity by electric rolling stock with time limits of speed, expanding the capabilities of the known method by implementing the technology for determining the absolute value of overhead losses of electricity, reducing the complexity by eliminating the need for additional studies to determine empirical values of specific energy consumption for braking, limited speed and times he trains for the new series of electric rolling stock, put into operation, and is intended to determine the damage caused by the temporary speed limit, as well as to adjust the electric power consumption rates allocated for the trip locomotive crew upon its completion, taking into account the temporary speed limits.

Bibliographic list

1. Regulation on the planning and rationing of the consumption of fuel and energy resources for traction of trains at JSC Russian Railways, approved. by the order of Russian Railways dated September 17, 2007 No. 1808р.

2. Instructions for the movement of trains and shunting on the railways of the Russian Federation TsTs-790 / Approved. Ministry of Railways of the Russian Federation from 10.16.2000. M: Ministry of Railways of the Russian Federation, 2002.318 s.

3. Pat. for the invention 2534598 of the Russian Federation. IPC B60L 3/12. Computerized control of energy consumption of a means of transport / Stefan Haaf, Martin Kessner (DE) - No. 2011154039/11; Announced on 05/14/2010; Publ. 11/27/2014; Bull. No. 33.

Claims (3)

1. A method for determining non-productive losses of electricity by electric rolling stock during the investigation of sections with a temporary speed limit using on-board information-measuring complexes of electricity metering, which consists in comparing the actual value of electric energy consumption with a temporary speed limit recorded using an on-board information-measuring complex on electric rolling stock allowing recording energy consumption, location coordinates Assumption and velocity with a predetermined interval of time, with a basic power consumption value for the same area, defined as the arithmetic average electricity consumption of the sample with the same travel parameters for trains to proceed active site without a time limit speed in the preceding period of time; the speed limit of a train is assigned to a time limit based on a comparison of the actual coordinates of the train with the coordinates of the locations of the speed limit warnings. 2. The method according to p. 1, characterized by the procedure for determining the temporal and spatial boundaries of the places of action of speed limitation warnings, at which the closest point of intersection of the actual and base speed, which is determined similarly to the basic energy consumption, is taken as the point of start of braking when approaching the place of operation of the temporary speed limit preceding the moment the train stops, and beyond the point of the end of acceleration after following the scene of the speed limit - the nearest intersection point Coy and base speeds after the start of acceleration of the train. 3. The method according to p. 1, characterized in that it is possible to determine the actual absolute value of the unproductive losses of electric energy under temporary speed limits.

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