Establishment and Analysis of Energy Consumption Model of Heavy-Haul Train on Large Long Slope

Abstract

AC heavy-haul trains produce a huge amount of regenerative braking energy when they run on long downhill sections. If this energy can be used by uphill trains in the same power supply section, a reduction in coal transportation cost and an improvement in power quality would result. To accurately predict the energy consumption and regenerative braking energy of heavy-haul trains on large long slopes, a single-particle model of train dynamics was used. According to the theory of railway longitudinal section simplification, the energy consumption and the regenerative braking energy model of a single train based on the train attributes, line conditions, and running speed was established. The model was applied and verified on the Shenshuo Railway. The results indicate that the percentage error of the proposed model is generally less than 10%. The model is a convenient and simple research alternative, with strong engineering feasibility. Based on this foundation, a model of train energy consumption was established under different interval lengths by considering the situation of regenerative braking energy in the multi-train operation mode. The model provides a theoretical foundation for future train diagram layout work with the goal of reducing the total train energy consumption.

Energy-Storage-Based Smart Electrical Infrastructure and Regenerative Braking Energy Management in AC-Fed Railways with Neutral Zones

“…In addition, with the development of the technology and the increased demand of batteries, the cost of the batteries will be gradually reduced, thereby greatly improving the application potential of the proposed system. Moreover, in some railways with large slopes, more regenerative braking energy will be generated [17]. In these railways, the economic benefits of the proposed system will be more obvious.…”

“…However, the distribution power of a conventional railway station on the ground is considerably smaller than the regenerative power [16]. Therefore, the RBE would be surplus, flowing back to the public grid or being stored in an energy storage system.Optimizing operation timetable is a low-cost solution for reducing energy consumption of railways by increasing the coexistence time of the traction and braking trains in the same electric section without auxiliaries [1,17,18]. However, owing to unanticipated occurrences often emerging during the actual operation, such as the temporary addition or cancellation of trains, equipment failure, bad weather, and so on, the trains cannot consistently run according to the optimized operation timetable.…”

An Optimized Regulation Scheme of Improving the Effective Utilization of the Regenerative Braking Energy of the Whole Railway Line

“…Therefore, if the RBE cannot be used by the traction trains in the same power supply sector, a large amount of RBE is fed back to the power system through the traction substation (TS). As a result, there is a great impact on the utility grid [6][7][8], which can not only lead to an increase in the catenary voltage but also affect the safe operation of the utility grid. At the same time, this situation can also increase the loss of the RBE in the transmission line and reduce the effective utilization rate.…”

“…To date, several solutions have been proposed by many scholars to adequately utilize the RBE of traction power supply systems. These are mainly categorized into three groups: energy storage, optimizing the train schedule and adding the power regulation devices [5][6][7][8][9].…”

“…If the RBE can be directly utilized by other traction trains, the system will be more efficient. Reference [7] presents that the coexistence time of the traction train and brake train in the same power supply arm can be prolonged by optimizing the train schedule without affecting the traffic volume and safety, the utilization rate of RBE is improved. The scheme does not need to add any electrical devices, and the cost is relatively low.…”