【作者】 陈涛；

【导师】 毛保华； 孙全欣；

【作者基本信息】 北京交通大学 ， 系统工程， 2011， 硕士

【摘要】 随着全球资源日益匮乏和环境污染日趋严重,能源问题越来越受到重视。近年来我国高速铁路发展为世界所瞩目,良好的节能环保性能是保证铁路运输系统可持续发展以及取得较好社会效益与经济效益的前提。虽然铁路具有能耗低、污染小和运量大等优势,但随着列车运行速度的提高、运量的增加、运行距离的延长,对节能和环保方面提出了新的挑战。高速铁路是个庞大复杂的系统工程,列车运行过程中的影响因素众多,使得高速条件下列车的牵引计算以及节能优化更加复杂。本文在借鉴国内外已有研究成果的基础上,以“不同交通方式能耗与排放因子及其可比性研究”项目(G-0811-10565)和“轨道交通技术规范及其发展规划评估”项目(G-0911-11631)为依托,研究高速铁路的能耗测算方法,定量分析能耗影响因素对高速铁路能耗的影响,分析高速铁路节能优化策略,主要研究内容及结论如下：(1)系统分析了铁路能耗的构成以及影响铁路能耗的因素。从能源消耗主体的角度划分,铁路能耗主要包括列车运行能耗以及辅助能耗两部分。列车运行能耗是铁路能耗的主要组成部分,约占铁路总能耗的80%以上。列车运行能耗的影响因素主要有机车牵引特性、机车车辆特性、线路特性、速度特性、编组特性、停站方案、满载率、操纵特性等。(2)研究了测算高速列车运行能耗的3种方法：能耗曲线测算方法、牵引功耗测算方法以及经验公式法并利用能耗曲线法,选取典型线路,测算了我国高速铁路的能耗水平。结果表明：在当前的列车时刻表下,京津城际铁路CRH3型动车组的平均单耗水平为1059.64kWh/万人公里,武广高速铁路CRH3型动车组的平均单耗测算值为1002.73kWh/万人公里,石太客运专线CRH5型动车组的平均单耗水平为518.86kWh/万人公里。在借鉴国外相关研究的基础上,对经验公式模型进行改进,并结合能耗曲线方法对改进的模型进行了标定。将高速铁路与其他交通方式能耗进行了对比,结果表明,高速铁路能耗高于普通铁路和水运,低于营业性公路和航空。若以普通铁路单位换算周转量的能耗水平为1,那么水运能耗水平为1.57,营业性公路为13.24,航空为97.78,高速铁路为5.79(目标速度350km/h)和2.91(目标速度250km/h)。(3)利用“高速铁路列车运行计算系统”提供的功能结合理论分析定量研究了基础设施以及运营组织因素对列车运行能耗的影响。仿真案例表明,在其他条件相同的情况下,CRH3型动车组运行能耗大于CRH5型动车组。高速列车不同目标速度下,运行能耗与坡度呈线性增长关系。列车运行能耗随着曲线半径的增大而减少,但是效果不明显。在曲线半径大于5000m时,对列车运行能耗几乎无影响。列车技术速度平均每提高10km/h,单耗将增加约5%-9%。停站方案影响着列车运行能耗,在当前的列车时刻表下,对于京津城际铁路,多停站一次将增加单耗6.3%；对于武广高速铁路不同班次的列车,最小平均站间距下的单耗比最大平均站间距下的单耗高3.2%；对于石太客运专线,直达方案比中间站停一站的方案单耗低7.7%。随着满载率的增大,列车运行总能耗增加较小,列车单耗降低幅度较大,满载率平均每提高10%,单耗将降低16%-19%。(4)从运营组织的角度研究了高速铁路节能策略。提出了综合考虑节能和运行时分的列车速度目标值选取方法。该方法将列车速度变化带来的运行时分节省和运行能耗增加作为目标,选取合适的权重系数进行求解。算例结果表明,不同权重系数组合下的速度目标值不同。更注重运行时分的节省,速度目标值取300km/h较为合理；对运行能耗和运行时分同样看重,速度目标值取250km/h较为合理；更注重运行能耗的节省,速度目标值取225km/h较为合理。建立了高速铁路区间运行时分的优化模型,该模型通过调整各站间区间的列车运行恢复时间以达到减少列车运行能耗的目的。算例表明,经模型优化后,在列车运行时间相同的条件下,列车运行能耗减少了1.7%。更多还原

【Abstract】 With the global resources shortage and serious environmental pollution, the energy issues more and more attention. Recent years, the development of high-speed railway in China attracted the attention of the world. Good environmental performance can ensure the sustainable development of the railway transport system and achieving better social and economic benefits. Although the railway has advantages of low energy consumption and large volume, but with the increase of speed, traffic and running distance, some new challenges are put forward.High-speed railway system is a large and complex systems engineering. Many impact factors of train operation process makes train traction calculation and energy-saving optimization complicated. Based on the well known rearch achievements, this paper relies on projects of "different modes of transportation energy consumption and emission factors of comparable research" and "technical regulations of rail transport modes and appraisal of their development planning". The research on energy consumption measuring method and quantification analysis on the engery factors of high-speed railway system were done. The main contents and results are as following:(1) A systematic analysis of the composition of the railway and energy consumption of the factors that affect the railway was done. Train energy consumption includes two parts:train operation energy consumption and auxiliary energy consumption. Traction energy consumption is a major component of the railway energy consumption, accounts for about 80% of the total energy consumption of railway. The main impact factors of train traction energy consumption include locomotive tractive characteristics, rolling stock characteristics, line characteristics, speed characteristics, marshalling characteristics, stop scheme, load factor, handling characteristics and other factors.(2) The research on calculation methods of high-speed train energy consumption was done. There are 3 kinds of methods:energy curve method, traction power consumption method and experience formula method. By using energy curve method, the energy consumption level of high-speed railway of some typical lines was calculated, and the results show that:In the current timetable, the Beijing-Tianjin inter-city railway, which using CRH3 type EMU, average energy consumption is 1059.64kWh/mpkm, the Wuhan-Guangzhou high-speed railway, which using CRH3 type EMU, average energy consumption is 1002.73kWh/mpkm, the Shijiazhuang-Taiyuan PDL,which using CRH5 type EMU, average energy consumption is 518.86kWh/mpkm. Meanwhile, on the basis research from abroad, the empirical formula was improved and calibrated. Energy consumption between High-speed railways and other modes of transportation were done, and the results show that High-speed railways cost more energy than railway and water transport but less than the commercial road and air. Suppose the railway energy consumption of level 1, so water for 1.57, and commercial road for 13.24, aviation for 97.78, high-speed railway for 5.79 (Vmax=350km/h) and 2.91 (Vmax=250km/h).(3) Quantification analysis on the engery factors of high-speed railway system was done by using "high-speed railway train running computing systems". Simulation case indicates that:CRH3 type EMU cost more energy than CRH5 type EMU under the same condition; the traction consumption increases linearly with the slope and increases as the curve radius is reduced, but the effect is not obvious, especially, when the curve radius is greater than 5000m; when the train technologies speed improve 10km/h, energy consumption will increase about 5% to 9% on average; stop scheme affect train operation energy consumption, high-speed train can reduce energy consumption by 3.2% to 7.72% under different stop schemes; when the load factor increased by 10%, energy consumption will decrease 16% to 19% on average.(4) The energy-saving method of high-speed railway was studied from the perspective of operation organization. A selection method of target speed value was put forward. This method sets the running time saving and the energy consumption increasement as a target, and the appropriate weight coefficients were selected to sole the model. The simulation results show that target speed changes with different combinations of weight coefficients.300km/h is more reasonable as the target speed value when running time is more important,250km/h is more reasonable as the target speed value when running time is as important as energy consumption,225km/h is more reasonable as the target speed value when energy consumption is more important.An optimization model of high-speed railway interval running time was established, which will reduce energy consumption of train operation by adjusting the interval between each train station recovery time. Examples show that the train operation energy consumption decreas 1.7% after optimization.更多还原