An Integrated Energy-Efficient Operation Methodology for Metro Systems Based on a Real Case of Shanghai Metro Line One
Abstract
:1. Introduction
2. The Energy-Efficient Operation Methodology (EOM)
2.1. Timetable Optimization
2.2. Compensational Driving Strategy Algorithm
- 1
- Driving with maximal acceleration;
- 2
- Traveling with constant speed (cruising);
- 3
- Coasting;
- 4
- Braking to target with maximal deceleration;
- 5
- Waiting for passengers to board the train (dwelling).
3. Case Study: Shanghai Metro Line One
3.1. Experiment Data and Parameters
- 1
- The experiment was done on a separate power supply system designed especially for the test and maintenance, so the supply capacity is limited.
- 2
- There were no other trains in the same supply network.
- 3
- During the experiment, the test metro train was unloaded. That means the mass of the whole test metro train is just its own mass, which is 296 tons.
- 4
- Most of the auxiliary electric devices, like air-conditioners, were switched off during the experiment.
- 5
- The metro train is composed of six cars. All the measurements were taken from one of the cars.
3.2. Modeling of the Pilot Metro System
Segment No. | Starting station | Stopping station | Distance (m) | v1,n (km/h) |
---|---|---|---|---|
1 | Xujiahui | Hengshan Road | 1473 | 57.7 |
2 | Hengshan Road | Changshu Road | 1156 | 51.1 |
3 | Changshu Road | South Shanxi Road | 939 | 51.3 |
4 | South Shanxi Road | South Huangpi Road | 1407 | 57.4 |
5 | South Huangpi Road | People’s Square | 1198 | 53.4 |
3.3. Applying EOM to the System
3.3.1. Specifying the Driving Strategy
Parameter | a1 (m/s2) | a2 (m/s2) | a3 (m/s2) |
---|---|---|---|
Value | 0.8333 | −0.0363 | −1.1723 |
Segment No. | t1,n (s) | t2,n (s) | t3,n (s) | v1,n (m/s) | v2,n (m/s2) |
---|---|---|---|---|---|
1 | 19.23 | 86.31 | 11.00 | 16.03 | 12.89 |
2 | 17.03 | 76.50 | 9.74 | 14.19 | 11.42 |
3 | 17.10 | 57.06 | 10.39 | 14.25 | 12.18 |
4 | 19.13 | 81.80 | 11.07 | 15.94 | 12.98 |
5 | 17.80 | 74.42 | 10.35 | 14.83 | 12.13 |
3.3.2. Using TO
3.3.3. Applying CDSA
Trains depart from this end | Xujiahui | Hengshan Road | Changshu Road | South Shanxi Road | South Huangpi Road | People’s Square | Trains depart from this end | |||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Train 1 | Forward | 8:00:00 | | 8:02:21 | | 8:04:26 | | 8:06:19 | | 8:08:33 | | 8:11:36 | ||
Backward | 8:23:12 | | 8:19:55 | | 8:17:45 | | 8:15:52 | | 8:13:40 | | ||||
Train 2 | Forward | 8:02:00 | | 8:04:26 | | 8:06:30 | | 8:08:17 | | 8:10:38 | | 8:13:41 | ||
Backward | 8:25:24 | | 8:22:07 | | 8:19:58 | | 8:18:09 | | 8:15:51 | | ||||
8:11:31 | | 8:08:14 | | 8:06:10 | | 8:04:20 | | 8:02:04 | | 8:00:00 | Backward | Train 3 | ||
| 8:13:57 | | 8:16:02 | | 8:17:50 | | 8:20:09 | | 8:23:12 | Forward | ||||
8:13:41 | | 8:10:24 | | 8:08:15 | | 8:06:23 | | 8:04:11 | | 8:02:00 | Backward | Train 4 | ||
| 8:15:58 | | 8:18:03 | | 8:19:56 | | 8:22:11 | | 8:25:14 | Forward |
3.4. The Energy-Saving Analysis of EOM
Different situations | Average energy consumption (MJ) | Average energy saving (MJ) | Average energy-saving percentage (%) |
---|---|---|---|
Original timetable | 1007.05 | 0 | 0 |
Optimal timetable | 955.46 | 51.59 | 5.12 |
Disturbance without CDSA | 984.71 | 22.34 | 2.22 |
Disturbance with CDSA | 966.39 | 40.66 | 4.04 |
4. Conclusions
Nomenclature
E | total energy-consumption of the system |
Q | number of substations of power supply for the metro system |
Uj | DC voltage of the jth substation |
Ij | DC current of the jth substation |
Fr | running resistance |
Ln | distance between the nth and (n + 1)th station |
v1,n | instant speed at the end of accelerating between the nth and (n + 1)th station |
v2,n | instant speed at the end of coasting between the nth and (n + 1)th station |
vmax | maximal speed of the train |
vlimit | speed limitation |
a1,n | acceleration of accelerating between the nth and (n + 1)th station |
a2,n | acceleration of coasting between the nth and (n + 1)th station |
a3,n | acceleration of braking between the nth and (n + 1)th station |
tstart,n | starting time of leaving the nth station |
t1,n | duration of accelerating between the nth and (n + 1)th station |
t2,n | duration of coasting between the nth and (n + 1)th station |
t3,n | duration of braking between the nth and (n + 1)th station |
tn | total running time between the nth and (n + 1)th station |
t4,n | duration of dwelling between the nth and (n + 1)th station |
td,n | time delay caused by disturbance between the nth and(n + 1)th station |
tcmax,n | maximal compensable time delay between the nth and (n + 1)th station |
tf | total travelling time of the system |
Acknowledgments
Author Contributions
Conflicts of Interest
References
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Gong, C.; Zhang, S.; Zhang, F.; Jiang, J.; Wang, X. An Integrated Energy-Efficient Operation Methodology for Metro Systems Based on a Real Case of Shanghai Metro Line One. Energies 2014, 7, 7305-7329. https://doi.org/10.3390/en7117305
Gong C, Zhang S, Zhang F, Jiang J, Wang X. An Integrated Energy-Efficient Operation Methodology for Metro Systems Based on a Real Case of Shanghai Metro Line One. Energies. 2014; 7(11):7305-7329. https://doi.org/10.3390/en7117305
Chicago/Turabian StyleGong, Cheng, Shiwen Zhang, Feng Zhang, Jianguo Jiang, and Xinheng Wang. 2014. "An Integrated Energy-Efficient Operation Methodology for Metro Systems Based on a Real Case of Shanghai Metro Line One" Energies 7, no. 11: 7305-7329. https://doi.org/10.3390/en7117305