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Abstract With the rapid development of urban rail transit, model for train scheduling to reduce the energy consumption
the problem of energy consumption is drawing more and more and carbon emission.
attentions. Based on the utilization of regenerative braking Under the constraint of a planned timetable, there are
energy among trains, this paper studies the energy-efcient
operation method. We propose an utilization strategy of regen-
various options to control the speed of trains between two
erative energy among trains. Based on the proposed strategy, we adjacent stations. The research on energy-saving control of
set up the energy-saving model which optimizes the timetable trains is to nd a speed prole which consumes the minimum
and speed prole of trains simultaneously. Based on the particle energy within the limitation of the running time between
swarm optimization algorithm, taking Beijing Yizhuang subway stations. Milroy [6] regards the tractive and braking force
line and Changping subway line as examples of short section
and long section for simulation, we verify the effectiveness of
as continuous control variables, builds the control model for
the proposed method. It is showed that the energy consumption energy minimization. Wong et al. [7] try to nd the optimal
of Yizhuang line and Changping line can be reduced by 3.2% coasting point of trains to minimize the energy consumption.
and 5.5%, respectively, through improving the utilization of Bochamikov et al. [8] research the relationship between the
regenerative energy. coasting distance and the energy consumption of trains to
set up an energy-efcient control model. Li [9] considers the
I. I NTRODUCTION impact of uncertain factors, establishes energy-saving model
Urban rail transit has many advantages such as conve- based on the random optimization theory.
nience, safety and comfortability, etc. Furthermore, it plays Recently, some researches have been developing on the
an important role in alleviating urban trafc congestion. integration of scheduling and control of trains. Yang et al.
However, with the rapid development of urban rail trans- [10] propose an approach to optimized scheduling through
portation, the problem of energy consumption is drawing cooperating the tractions and brakes between adjacent trains
more and more attentions. Energy saving becomes a key to improve the usage of regenerative braking energy. Ding
solution to the sustainable development of the rail transit. In [11] designs the energy-efcient timetable from the perspec-
this paper, we research on the optimization of operating plan tives of the energy-saving of running trains in sections and
to improve the utilization of regenerative braking energy, and the utilization of regenerative braking energy. The utilization
develop energy-efcient method for the urban rail transit. of regenerative energy is improved through increasing the
The operating plan contains timetable and speed pro- overlapping time of tractions and brakes between adjacent
les, which can be divided into scheduling and control of trains. In our previous work [12], we research the usage of
trains. The scheduling of trains involves the optimization of regenerative energy between adjacent trains and the adjust-
timetable to properly arrange the time of trains arriving at ment of delayed train. A dual-goal model to minimize both
and leaving stations. Kraay et al. [1] set up a mixed integer the delay and energy consumption is setup. But there are
programming model, use heuristic and local search method some limitations in the existing methods.
to minimize the delays and energy consumption of trains, to 1) The usage of regenerative braking energy is just be-
optimize the arrival and departure time of trains. Nachtigall tween two adjacent trains which limits the usage of regen-
et al. [2] propose an optimization model to minimize the erative energy.
passenger waiting time. Ghoseiri et al. [3] study the degree of 2) The effect of the existing methods depends on the
passenger satisfaction, put forward the concept of passenger length of sections and the intervals between adjacent trains.
travel time, build dual-goal programming model to minimize 3) Only the generation and utilization of regenerative
the travel time and energy consumption. Li et al. [4] propose braking energy by the trains arriving at or leaving stations is
a random walking trafc model to simulate the movement of considered.
trains and solve the arrival and departure time of trains in In this paper, we research on the method to improve the
each station through using iterative rules. Li et al. [5] take usage of regenerative braking energy among trains both in
carbon emission into consideration, propose an optimized stations and sections. The timetable and the speed proles are
optimized simultaneously to globally minimize the energy
This work was supported by Beijing Municipal Science and Technology consumption of the whole system. The rest of this paper
(contract no: D141100000814002), RCS2014ZT26, and by Beijing Key is organized as follows. In Section II, we design the uti-
Laboratory of Urban Rail Transit Automation and Control. lization strategies of regenerative braking energy for short
Erchao Chen ,Bing Bu and Wenzhe Sun are with State Key Laboratory
of Rail Trafc Control and Safety, Beijing Jiaotong University, P.R. China sections and long sections, respectively. Objective function
bbu@bjtu.edu.cn and energy-saving system model are set up in Section III.
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t4j : The duration time of the second coasting,
t5j : The duration of brake of trains,
hj : the departure interval between adjacent trains of the
jth station,
sj : the dwell time of trains in the jth station.
B. Objective Function
The tractive energy of trains is composed of the energy
from the power supply network and the regenerative energy.
The energy got from the power network, which we called net
energy consumption, is the difference between the tractive
energy and the regenerative braking energy. The objective
function is set up from two aspects. On the one hand, we
seek the best position for the train to begin coasting to
Fig. 3. The utilization of regenerative braking energy among trains in long reduce the tractive energy. On the other hand, we optimize
section.
the overlapping time of tractions and brakes among trains to
improve the usage of regenerative braking energy.
The time for a train to switch its working conditions is
calculated as the following.
1
i,j = i,j + t1j ,
2
i,j = i,j + t1j + t2j ,
3 2
i,j = i,j + t3j ,
4 3
i,j = i,j + t4j ,
5 4
i,j = i,j + t5j , (1)
0i, j 1i, j 2i, j i,3 j i,4 j 5i, j
where i,j is the departure time of the ith train from the jth
1
Fig. 4. The utilization of regenerative braking energy among trains in long station, i,j is the time of the train changing from the rst
section. 2
traction to the rst coasting in the jth section, i,j is the
3
ending time of the trains rst coasting, i,j is the time of
the train changing from the second traction to the second
one has priority over others to use the energy. 4
coasting, i,j is the time of the train changing from the
The utilization of regenerative braking energy in long 5
second coasting to braking, and i,j is the time of the train
section is depicted in Fig. 3. The process is divided into ending braking and arriving at the (j + 1)th station.
three phases. In phase a, the (i + 1)th and (i + 2)th trains Based on the kinematic equations, the speed/time prole
can use the regenerative energy generated by the ith train. of a train is
In phase b, the regenerative energy created by the (i + 2)th t
train can be used by the (i+1)th and ith trains. The (i+2)th vi,j (t) = 5
ai,j ( )d, i,j t < i,j , (2)
and ith trains can use the regenerative energy of the (i+1)th
i,j
train in phase c.
It is shown in Fig. 4, two trains run in a long section. where ai,j ( ) is the acceleration of the train.
4
At the moment i,j , the ith train begins to brake. In the The tractive energy is
mean time, the (i + 1)th train is running in the section.
qi,j (t1 , t2 ) =
For the existing method, the (i + 1)th train can not use the t
2
regenerative braking energy of the ith train. Through using
1
the proposed twice tractions control method, the (i + 1)th F vi,j ( )d, t1 < t2 ,
1 (3)
train can use the regenerative energy of the ith train from
4 5 t1
i,j to i,j for the second traction. 0, t1 t2 ,
III. S YSTEM M ODEL where is the loss rate in converting electrical energy into
kinetic energy, [0, 1], and F is the maximum tractive
A. Parameters and Variables
force.
The parameters and variables of the system model are The energy for the rst and the second traction are qi,j 1
=
dened as follows. 1 2 2 3
qi,j (i,j , i,j ) and qi,j = qi,j (i,j , i,j ), respectively.
t1j : The duration of the rst traction of trains running from For long sections, the total tractive energy is the sum of
the jth station to the (j + 1)th station, the energy for the rst and the second traction.
t2j : The time duration of the rst coasting,
1 2
t3j : The time duration of the second traction, qi,j = qi,j + qi,j . (4)
2608
For short sections, there is no energy needed for the second C. Energy-saving Model
traction, the second part of (4) is zero. Based on the analysis of objective function, we set up the
The total tractive energy of all the running trains is energy-saving model.
n
m
min E(t1j , t2j , t3j , t4j , t5j , hj , sj ),
Q= qi,j . (5)
s.t. t1j + t2j + t3j + t4j + t5j tjmin ,
i=1 j=1
l j s j j ,
When a train brakes and produces regenerative energy, hj rmin , (10)
the accelerating trains in the same power supply section can
tj
use the regenerative energy for traction. Through scheduling
Sj = vi,j (t)dt,
to cooperate the tractions and brakes among trains, increase
0
the ovrlapping time of tractions and brakes, the usage of
regenerative braking energy can be improved. where tjmin is the minimum travelling time in the jth section,
The regenerative braking energy is lj and j are the minimum and maximum dwell time of
trains in the jth station, respectively. The minimum safe
ri,j (t1 , t2 ) = interval between adjacent tracking trains is designated as
t
2 rmin , Sj is the length of the jth section.
1
Bvi,j ( )d, t1 < t2 ,
1 (6) IV. S IMULATION AND D ISCUSSION
t1 A. Design of Particle Swarm Optimization Algorithm
0, t1 t2 ,
We design a particle swarm optimization (PSO) algorithm
where is the loss rate in conversion of kinetic energy
to nd the globally optimal solution of the energy-saving
into regenerative energy, and B is the force of full service
model. The procedure of the algorithm is as follows.
braking.
Step 1: To set the population size and the maximum
The regenerative braking energy in total is ri,j =
4 5 generations, and create the initial population. The population
ri,j (i,j , i,j ).
size is N = 30, and the maximum generations is G = 50.
The overlapping time interval that the regenerative energy
Step 2: To calculate the tness value of each individual.
can be used is
Since the goal is to minimize the net energy consumption,
k,l 4 5 1
Ii,j = i,j < t < i,j k,l < t < k,l we design the tness function as the difference between the
objective function and a large enough constant value.
4 5 2 3
i,j < t < i,j k,l < t < k,l , (7) Step 3: To update the historical optimal value of each
particle and the optimal value of the group based on the
k,l
If we assume that the lower and upper bound of Ii,j are tness value ,the historical optimal value of the current
k,l
li,j and uk,l k,l k,l
respectively. If Ii,j is empty, then it has li,j
i,j , = particle, and the optimal value of the group.
k,l
ui,j = 0. Step 4: To update the velocity and position of the particle
The total usable regenerative braking energy is based on the following equation.
R=
k+1
vid = vid
k
+ c1 d (pkid xkid ) + c2 d (pkgd xkid ),
n
m
n
m
xk+1
id = xkid + vid
k+1
, (11)
k,l
min qk,l (li,j , uk,l
i,j ), r
k,l
i,j (li,j , uk,l
i,j ) (j, l),
i=1 j=1 k=1 l=1 where c1 and c2 are the self cognitive factor and the social
(8) factor, respectively. It has c1 = c2 = 2.05. The inertia weight
coefcient is dened as . To ensure both the convergence
where (j, l) indicates if the jth and lth sections are in the speeds and accuracy of the algorithm, a varied inertia weight
same power supply range or not. (j, l) = 1 means the two coefcient is adopted. At the beginning of the algorithm, a
sections are in the same power supply zone, (j, l) = 0 large value is chosen for . With the increase of the number
indicates they are in different power supply ranges. of iterations, the value of gradually decreases. d and d
1
are random numbers uniformly distributed between 0 and 1.
qk,l (t1 , t2 ) = qk,l max(k,l , t1 ), min(k,l , t2 )
2 3
Step 5: To judge the conditions for termination of the
+ qk,l max(k,l , t1 ), min(k,l , t2 ) , algorithm. If the tness value of the group is globally
1
rk,l (t1 , t2 ) = rk,l max(k,l , t1 ), min(k,l , t2 ) converged or the maximum number of iterations has been
2 3
+ rk,l max(k,l , t1 ), min(k,l , t2 ) . reached, the algorithm will be ended. Otherwise, it goes back
to Step 2.
The object of optimization is to minimize the net energy
consumption, which is the difference between the total B. Simulation of short section
tractive energy and the used regenerative braking energy. The sections of Beijing Yizhuang subway line are between
1000 m and 2600 m. Trains can run through sections using
E(t1j , t2j , t3j , tj 4, t5j , hj , sj ) = Q R. (9) one time traction control scheme. We use the parameters of
2609
TABLE I 80
E1
E XISTING AND ENERGY- SAVING TIMETABLE OF B EIJING Y IZHUANG R1
SUBWAY LINE 70 E2
R2
Existing timetable Energy-saving timetable
60
Station Arriving Dwell Arriving Dwell
time (s) time (s) time (s) time (s)
Songjiazhuang 0 30 0 28 50
Energy (kWh)
Xiaocun 220 30 213 32
Xiaohongmen 358 30 349 34
Jiugong 545 30 545 29 40
Yizhuangqiao 710 35 715 27
Wenhuayuan 845 30 842 28 30
Wanyuanjie 989 30 992 25
Rongjing 1122 30 1127 25
Rongchang 1256 30 1269 25 20
Tongjinan 1460 30 1446 28
Jinghai 1640 30 1633 28 10
Ciqu 1820 35 1839 26
Ciqunan 1959 45 1968 35
Yizhuang 2117 2124 0
0 0.5 1 1.5 2
Distance (m) 4
x 10
TABLE II
E NERGY CONSUMPTION OF B EIJING Y IZHUANG SUBWAY LINE
Fig. 5. Energy consumption of Beijing Yizhuang line using different
Tractive Used regenerative Used net strategies.
energy (kWh) energy (kWh) energy (kWh)
Real situation 1274.3 101.9 1172.4
Existing method 1274.3 137.8 1136.5 TABLE III
Proposed method 1248.1 149.4 1098.7 E XISTING AND ENERGY- SAVING TIMETABLE OF B EIJING C HANGPING
SUBWAY LINE
2610
TABLE IV algorithm to nd the globally optimal solution. Finally, we
E NERGY CONSUMPTION OF B EIJING C HANGPING SUBWAY LINE used the parameters of Beijing Yizhuang and Changping
subway lines to verify the effectiveness of our proposed
Tractive Used regenerative Used net methods for short sections and long sections, respectively.
energy (kWh) energy (kWh) energy (kWh)
Real situation 365.9 0 365.9 It was shown that compared with the existing method, our
Existing method 347.2 42.7 304.5 approach can increase the usage of regenerative braking
Proposed method 354.8 67.3 287.5 energy by 9.2%, and reduce the net energy consumption by
3.2% on Beijing Yizhuang line. For Beijing Changping line,
the net energy consumption can be reduced by 5.5%.
80 R EFERENCES
E1
R1 [1] D. Kraay, P. T. Harker, and B. Chen, Optimal pacing of trins in freight
70 E2 railroads: model formulation and solution, Operations Research,
R2 vol. 39, no. 1, pp. 8299, 1991.
[2] K. Nachtigall, A branch and cut approach for periodic network
60 programming. Inst. fur Mathematik, 1994.
[3] K. Ghoseiri, F. Szidarovszky, and M. J. Asgharpour, A multi-objective
50
train scheduling model and solution, TRANSPORT RES B-METH,
Energy (kWh)
V. C ONCLUSION
In this paper, we studied the energy-efcient operation
method based on the utilization of regenerative braking
energy among multiple trains. Firstly, we designed the uti-
lization strategies of regenerative braking energy for short
sections and long sections, respectively. Unlike the existing
method, our approach is not restricted to the usage of
regenerative energy between adjacent trains. Further more,
the generation or usage of regenerative energy is not only by
trains arriving at or leaving stations but also by trains running
in sections. Based on the proposed strategies, we constructed
the energy-saving system model, and designed the PSO
2611