TWI725961B - 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, with regard to energy consumption, for example, suppliers of these systems seek to reduce by focusing only on reducing the quality of train cars.

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.

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.

The system according to the present invention may include one or more of the following features:

-Railway tracks for civil engineering and track components have a radius of curvature as low as 45 meters.

-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.

-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.

-Each car of the railway vehicle assembly includes a body connected to each frame by a ball bearing.

-The carriages of railway vehicle components are standard.

-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.

-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.

-The signal component contains an automatic control system for trains, which are unmanned.

-The carriages of railway vehicle components are used to transport passengers and/or goods.

The Metropolitan Railway 1 includes a civil engineering and track assembly 2, a railway vehicle assembly 3, a power supply assembly 4, and a signal assembly 5.

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.

Therefore, the civil engineering and track assembly 2 mainly includes elevated track sections. These elevated track sections are composed of viaducts, and each viaduct includes a horizontally extending slab supported by vertical pillars.

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.

This substantively elevated component 2 is particularly popular in urban centers, because during the production of the system 1, public roads are blocked only for the time required to install the pillars and produce the extension panels. All other steps in the production of System 1 are essentially completed off public roads.

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.

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.

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.

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.

The power supply component 4 includes a plurality of reversible power stations. The document EP 1,985,490 A1 describes this power supply component based on a reversible power station. More specifically, each reversible power station includes a converter that can be activated to operate:-As a rectifier, to transfer electricity from a grid to a line to supply electricity to the motor to serve as a traction train ;-Or as an inverter to transfer electricity from the line to the grid to recover electricity from the train, and the motors of the train act by braking.

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.

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.

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.

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.

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

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

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.

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

Therefore, one of the trains of the railway vehicle assembly 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 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.

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 signal assembly 5 to be as close as possible to the determination of each section of the track The ability to be driven by the best speed curve.

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.

It should be noted that the railway vehicle assembly 3 containing 100% motorized carriages has a higher manufacturing cost. However, this cost is quickly offset by the operating gains in the entire system.

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

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.

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.

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.

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 appropriate signal component 5 as described below. The system 1 designed for use in a city center can transport between 10,000 and 45,000 passengers per hour.

The signal component 5 is incorporated into an automatic control system of the ATO (Automatic Train Operation) type of train, and is coupled with a system of the ATC/ATP (Automatic Train Control and Automatic Train Protection) type Together. For example, this involves a type of system based on communication between the train and the ground, which is called CBTC (Communication-based Train Control). Preferably, this system is similar to the CBTC system, one of the three levels of the European train control system.

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.

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.

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.

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.

Finally, a signal component of the ETCS Level 3 type makes it possible to remove a large number of auxiliary equipment parts along the track.

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.

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: Metropolitan Railway System

2: Civil engineering and track components

3: Railway vehicle components

4: Power supply components

5: Signal components

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: Metropolitan Railway System

2: Civil engineering and track components

3: Railway vehicle components

4: Power supply components

5: Signal components

Claims (9)

A metropolitan railway system (1), which includes a civil engineering and track assembly (2), a railway vehicle assembly (3), a power supply assembly (4) and a signal assembly (5), characterized in that: the civil engineering and The rail assembly (2) includes a railway track with a gradient between -6% and 6% and a track composed of two rows of rails; the railway vehicle assembly (3) includes a frame with a carriage forming a train Distributed motorized iron rolling train on each; the power supply component (4) includes a plurality of reversible power stations, and each substation includes a converter connected to a power grid and an electrical substation traveling along the track Between the three rail sections and which can be activated to operate: as a rectifier to transmit electricity from the grid toward the section of the third rail to supply electricity to a train connected to the section, the The motor of the train acts as a traction; or as an inverter to transfer electricity from the section toward the grid to recover electricity from a train connected to the section, and the motors of the train act by braking. Such as the system of claim 1, wherein the railway track of the civil engineering and track assembly (2) has a protrusion at the station relative to the average profile of the track located upstream and downstream of the station. Such as the system of claim 1, wherein each carriage of the railway vehicle assembly (3) has a mass of less than 14.5 tons per carriage when loaded, preferably equal to approximately one mass of 13 tons per carriage. Such as the system of claim 1, wherein each car of the railway vehicle assembly (3) includes a body connected to each frame by a ball bearing. Such as the system of claim 1, wherein the carriages of the railway vehicle assembly (3) are standard. Such as the system of claim 1, wherein each carriage of the railway vehicle assembly (3) 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. Such as the system of claim 1, wherein each reversible power station of the power supply component (4) is connected between a section of the third rail and a power grid as an intermediate proprietary power grid, and auxiliary equipment of the system is connected to the Proprietary intermediate grid. Such as the system of claim 1, wherein the signal component (5) includes an automatic control system for the trains, which are unmanned. Such as the system of claim 1, wherein the carriages of the railway vehicle assembly (3) are used to transport passengers and/or goods.

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