TW201639735A - Metropolitan railway system with a reduced energy consumption - Google Patents

Abstract

This system (1) includes a civil engineering and tracks component (2), a rolling stock component (3), an electricity supply component (4) and a signaling component (5), such that: the civil engineering and tracks component includes a railroad track made up of two lines of rails and having slopes between -6% and 6%; the rolling stock component includes trains rolling on iron and with motor means distributed on each of the trucks of the cars making up the train; the electricity supply component includes reversible substations, including a converter connected between a grid and an electric third rail section traveling along the track, and being able to be activated to operate either as a rectifier, or as an inverter.

Description

Metropolitan railway system with reduced energy consumption

The present invention relates to a metropolitan railway system.

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.

However, for example, regarding energy consumption, suppliers of such systems seek to reduce by focusing only on reducing the quality of train cars.

The present invention is directed to meeting this need, in particular by proposing a system for optimizing energy consumption by implementing a global method in which each component of the system is based not only on its own reduction in energy consumption. Contribute and adapt based on its impact on other components of the system and the contribution of such components to reducing energy consumption.

To this end, the present invention relates to a metropolitan railway system comprising a civil engineering and track assembly, a railway vehicle component, a power supply component and a signal component, characterized in that the civil engineering and track components comprise between -6% a railway track with a slope of 6% and a track consisting of two rows of rails; the railway vehicle component comprises a train that is rolled on iron and has motor components distributed on each of the frames that make up the carriage of a train. The power supply assembly includes a plurality of inverterable power plants, each of the power plants including a converter connected between a power grid and one of the electrical third rail sections traveling along the track, and capable of being activated to operate: - as a rectifier for transmitting electricity from the grid toward the section of the third rail To supply electricity to a train connected to one of the sections, the motor of the train is towed; or as an inverter to transfer electricity from the section towards the grid to connect to one of the sections The train recovers electricity and the motor of the train acts as a brake.

A system according to the invention may comprise one or more of the following features:

- The railway track of civil engineering and track components has a radius of curvature as low as 45 meters.

- The railway track of the civil engineering and track assembly has a projection at the station relative to the average profile of the track upstream and downstream of the station.

- Each car of the railway vehicle component has a load of less than 14.5 tons per frame, preferably equal to approximately one tonne of 13 tons per frame.

- Each car of the railway vehicle assembly includes a body attached to each of the frames by a ball race.

- The carriages of railway vehicle components are standard.

- Each car of the railway vehicle component has a length of 18 meters, the two frames are separated from each other by 8 meters and each is equipped with two electric motors.

- Each of the inverterable power plants is connected between one of the third rails and one of the grids, which is an intermediate private grid, to which the auxiliary equipment of the system is connected.

- The signal component contains an automatic control system for the train, which is unmanned.

- Cars for railway vehicle components are used to transport passengers and/or cargo.

The metro railway 1 comprises a civil engineering and track assembly 2, a railway vehicle component 3, a power supply assembly 4 and a signal assembly 5.

System 1 is first optimized as a whole to be able to reduce electrical consumption by approximately 20% relative to existing consumption. The system 1 is then optimized as a whole to 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 manufacturing and maintenance costs.

Therefore, the civil engineering and track assembly 2 mainly comprises an elevated track section. These elevated track sections are comprised of viaducts, each of which includes a horizontally extending plate supported by vertical struts.

Advantageously, the basic components of the extension panels and struts are concrete components (preferably machined) having a limited number of shapes to increase standardization and reduce cost.

This substantially elevated assembly 2 is particularly preferred in urban centers because during the work of the production system 1, the public roads are only blocked for the time required to install the pillars and make the extension panels. All other steps of the fabrication of System 1 are substantially completed from the public road.

A railway track consisting of two rows of rails is produced by implementing a device developed by the applicant and described in document EP 1,178,153 A1, which allows automatic, rapid and precise installation of rails on one of the concrete baffles cast on the extension of the viaduct Supporting element.

Railway tracks can have a small radius of curvature up to 45 meters (relative to a minimum radius of curvature of approximately 100 meters for the current system). This small radius of curvature makes it possible to reduce the size of the railway network. This is particularly desirable when railway tracks must be incorporated into the center of a highly urbanized environment.

Railway tracks can have a slope between -6% and +6%, which is a relatively large interval for one of the metropolitan railway systems. 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 rapidly changing from a first height to a second height. This is particularly advantageous when it relates to the section of the section of the underground track or the section of the lowest track height to the public road (for example, an existing track section), which is connected to the elevated section. In general, this provides greater flexibility in the feasible profile of the line.

Advantageously, the portion of the railway track at the platform of one of the stations on which the train is parked protrudes relative to the average track height at one of the stations upstream and downstream of the station such that the track has an upward slope for one of the arriving stations and a downward slope for one of the departing stations. Therefore, when a train arrives at the station, the train naturally decelerates by the upward slope, and when it leaves the station, it borrows Accelerated by the downward slope. This configuration of the track is involved in reducing the electrical consumption of the train traveling on the line.

The power supply assembly 4 includes a plurality of inverterable power stations. Document EP 1,985,492 A1 describes such a power supply component based on a reversible power plant. More specifically, each inverterable power plant includes a converter that can be activated to operate: - acting as a rectifier to transfer electricity from a grid towards a line to supply electricity to the motor for traction; - or as an inverter to transfer electricity from the line towards the grid to recover electricity from one of the braking actions of the motor.

In the system 1, the line to which the train is electrically connected is one of the third rails traveling along the rail line of the railway track. Since the system 1 is separated from the public roads and people, this solution was chosen. Therefore, there is no risk of powering a powered rail to a voltage of 750V DC to power the electric motor of the train that is towing. Alternatively, the line is one of the one or more components of the railway track that is in contact with the catenary.

In this system, the grid to which different substations are connected is not directly to the grid of the electricity supplier, but the various auxiliary equipment components are also connected to one of the proprietary intermediate grids, such as the ventilation equipment for the track section in the tunnel, the station. Display devices and so on. This configuration makes it possible to reuse the energy recovered during braking to power all of the auxiliary equipment connected to the intermediate grid, thereby reducing energy consumption.

Another advantage of implementing a reversible power plant is that the train onboard brake varistor can be prevented from dissipating the electricity generated by the braking motor.

Therefore, the train no longer dissipates its braking energy in the form of heat in the surrounding air. If the line contains sections in the tunnel, the air in the tunnels is kept at a low temperature and there is no need to provide auxiliary ventilation for the tunnel. Since the train travels in a tunnel in which the air remains relatively cold, it is no longer necessary to provide on-board auxiliary ventilation to cool the air in the cabin. All of these are sources of energy savings.

The railway vehicle assembly 3 includes a train consisting of two to five cars.

Each car preferably has a gauge of 2.7 meters wide and 18.0 meters long (between the coupling members).

The car 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.

The rolling of each frame is an iron rolling (wheel/rail).

Therefore, one of the railway vehicle components 3 is equipped with motor components distributed on each frame. The train is 100% motorized.

This becomes feasible because, as indicated above, for the electric braking function, the car does not contain a brake varistor, the electric motor generated by the motor is pulled by the motor or the regenerative power plant is recovered by energy recovery. . Therefore, this makes it possible to release a large space between the two frames under the body of the carriage. Typically, a brake varistor occupies a substantial portion of the width of the body and has a length of about 1.2 meters. This space, released below the body, is used to motorize each frame and place equipment (such as a towing bin, converter, etc.) associated with an electric motor between the frames.

The distribution of the 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 it is determined by the signal component 5 as close as possible to each segment of the track. The ability to drive at the best speed profile.

Trains that implement 100% motorization allow the use of iron rolling (wheel/rail contact) to span a slope between -6% and +6%. It should be noted that for high slopes, pneumatic tires will typically be used. However, this solution creates a much higher frictional loss than a metal wheel that is in contact with a rail. Therefore, iron rolling plays an important role in reducing the energy consumption of the system.

It should be noted that the railway vehicle component 3 comprising a 100% motorized car has a higher manufacturing cost. However, this cost is quickly offset by operational gains throughout the system.

Advantageously, the system of the carriage of the railway vehicle component 3 is light and loaded in the carriage At the time, it has less than 14.5 tons per frame, preferably equal to one weight of 13.0 tons per frame (approximately 6 people weighing 70 kg per square meter). For example, the body is made of aluminum. This quality per frame is optimized to require less traction. The size of the power supply component is determined accordingly.

In order to be able to travel on a track having a small radius of curvature, the body is connected to each frame by a crown connection, preferably a ball race. This type of connection allows a large angle between the axle of the frame and the axis of the body to pass through the curve.

In the metropolitan rail system, 99% of the nominal braking force of the train is provided by an electric motor. The remaining percentage is achieved by equipping one of the air brakes of each compartment. Under normal operating conditions, the air brakes are used to park in the station when the train is moving below 3 km/h. Under degraded operating conditions, the air brake of a car is sized to replace the electric motor of the car to perform braking for one of the lengths of time corresponding to one of the trains, so that the operation of the train is not affected by an electric motor or traction motor. A fault affects. The brake device is also capable of performing emergency braking if required. It should be noted that the pneumatic brake device is easy to maintain because it is rarely used.

Preferably, the cars are standard cars, i.e., identical to each other, in order to minimize development and manufacturing costs. Thus, one provides an unmanned cockpit area for a last car and is designed to be placed in an intermediate car between two cars. Therefore, the composition of a train is particularly simple, since it involves hooking the end car and hooking the intermediate cars between zero and three to each other.

The number of cars that make up the train depends on the capacity that the operator of the line wishes 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 the metropolitan railway system, this interval can also be shortened by implementing an appropriate signal component 5 as will be described below. The present system 1 designed for use in a city center enables passengers between 10,000 and 45,000 to be transported per hour.

The signal component 5 is incorporated into an automatic control system of the ATO (Automatic Train Operation) type, which is coupled to one of the ATC/ATP (Automatic Train Control and Automatic Train Protection) types. Hehe. For example, this relates to a system based on the type of communication between the train and the ground, which is referred to as CBTC (Communication Based Train Control). Preferably, this is similar to one of the CBTC systems of the European Train Control System Level 3.

With this automatic control system, the train does not need a driver. An unmanned metropolitan rail system itself makes one system that minimizes energy costs.

In addition, a train can be controlled such that its instantaneous velocity is as close as possible to one of the best velocity profiles at each point of the track.

This optimum velocity profile is determined by considering the acceleration and braking efficiency of the train, which is particularly high due to distributed and 100% motorization.

In addition, with this signal component, the traffic of the train can be optimized, in particular by having the trains follow each other, so that when a train performs a braking operation and supplies electricity, the previous or next train acts as a traction Use this energy source.

Finally, one of the ETCS Class 3 signal components makes it possible to remove a large number of auxiliary components along the track.

The implementation of the present metro railway system allows for a 20% reduction in energy consumption relative to current MRT systems, with and without optimization of its various components.

The use of the Metropolitan Railway System can also be made profitable by not only for passenger transportation but also for cargo transportation. For example, in the daytime, the train's cars are mainly used for passenger transportation, and at night, the cars are mainly used to transport goods.

1‧‧‧ Metropolitan Railway System

2‧‧‧Civil Engineering and Track Components

3‧‧‧ Railway vehicle components

4‧‧‧Power supply components

5‧‧‧Signal components

The invention and its advantages will be better understood by reading the following description, taken in conjunction with the accompanying drawings, in which FIG.

1‧‧‧ Metropolitan Railway System

2‧‧‧Civil Engineering and Track Components

3‧‧‧ Railway vehicle components

4‧‧‧Power supply components

5‧‧‧Signal components

Claims (10)

A metro railway system (1) comprising a civil engineering and track assembly (2), a railway vehicle component (3), a power supply component (4) and a signal component (5), characterized in that the civil engineering and The track assembly (2) comprises a railway track having a slope between -6% and 6% and a track consisting of two rows of rails; the railway vehicle component (3) comprising a frame having a carriage forming a train Each of the distributed motorized iron rolling trains; the power supply assembly (4) comprises a plurality of inverterable power stations, each substation comprising a converter connected to a grid and one of the electric along the track Between the third rail sections, and which can be activated to operate as a rectifier to transfer electricity from the grid towards the section of the third rail to supply electricity to a train connected to one of the sections, The motor of the train acts as a traction; or as an inverter to transfer electricity from the section towards the grid to recover electricity from a train connected to one of the sections, the motors of the train act as a brake. The system of claim 1 wherein the railway track of the civil engineering and track assembly (2) has a radius of curvature as low as 45 meters. The system of claim 1 or claim 2, wherein the railway track of the civil engineering and track assembly (2) has a protrusion at the station relative to an average profile of the track located upstream and downstream of the station. The system of any one of claims 1 to 3, wherein each of the rail vehicle components (3) has a load of less than 14.5 tons per frame, preferably equal to approximately one of 13 tons per frame. The system of any one of claims 1 to 4, wherein each of the rail vehicle components (3) comprises a body attached to each of the frames by a ball race. The system of any one of claims 1 to 5, wherein the cars of the railway vehicle component (3) are standard. The system of any one of claims 1 to 6, wherein each of the rail vehicle components (3) has a length of 18 meters, the two frames are separated from each other by up to 8 meters and each is equipped with two electric motors . The system of any one of claims 1 to 7, wherein each of the reversible power plants of the power supply component (4) is connected between a section of the third rail and a grid that is an intermediate proprietary grid, the system The auxiliary device is connected to the proprietary intermediate grid. The system of any one of claims 1 to 8, wherein the signal component (5) comprises an automatic control system for one of the trains, the trains being unmanned. The system of any one of claims 1 to 9, wherein the cars of the railway vehicle component (3) are used to transport passengers and/or goods.