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Challenge A: a More and More Energy Efficient Railway a Model And Challenge A: A more and more energy efficient railway A Model and Approaches for Synchronized Energy Saving in Timetabling K.M. Kim1, K.T Kim1, M.S Han1 Korea Railroad Research Institute, Uiwang-City, Korea1 Abstract This paper proposes a mathematical approach that can increase energy saving in timetables. The energy-efficient timetabling method, we use, maintains the planned traveling time between stations, but coordinates the train departure times at the starting station from current timetable.We formulate this problem as a multi-criteria mixed integer programming to minimize the peak energy and simultaneously to maximize the re-usage of regenerative energy.We also apply our model to the instance obtained from the real-world data of the Korea Metropolitan Subway. From the experiments, we can see an improvement of not only approximately 40% in peak energy, but also 5% in re-usage of regenerative energy. 1.Introduction In these days, railways are being reevaluated as an environmentally friendly mode of transportation. The researchers develop the energy efficient railway technologies, such as energy storage system, energy efficient driving. Mass rapid transit (MRT) railways, which are an important means of public transportation in urban areas, have operational characteristics, short headways, frequent departures and arrivals. Therefore, when multiple trains are operating in the same power supply system, it is important to synchronize the traction energy and regenerative energy which may be exported on deceleration. However, the regenerative energy is used mainly for the vehicle cooling- heating system and has a low reuse rate. Therefore, it is necessary to increase the reuse rate by synchronized energy saving. Fig. 1 Electric Power Consumption Fig. 2 Electric Charge Figure 1 and 2 show the annually change of electric power consumption and electric charge of Seoul Metro,operating subway lines 1 to 4 provides mass transportation to the citizens of the Seoul metropolitan area.The cost of energy rise about 2% every year even though the continued effort of reduce energy consumption in vehicle.In Europe, the European International Union of Railways(UIC) and 27 institutes began the Railenergy Project inorder to respond to the rising cost of energy. The goalof the project is to reduce the total energy consumptionof the railroad system by 6% by 2020. Of that goal, 2%will be saved in railway operations as a result of energyefficient driving and timetabling. This paper is organized as follows. Section 2 reviews therelated previous researches. Section 3 defines the timetabling problem.Section 4 formulates the mathematical model. Section 5presents theresults of an experiment examining the current timetable,and Section 6 presents the conclusion and direction offurther study. Challenge A: A more and more energy efficient railway 2. Literature review Many researchers have addressed ways to reduce energy consumption by railroads. In a study of the energy savings with train operations, Albrecht et al. [1]studied a way to reduce the peak energy consumptionand maximize the regenerative energy by synchronizingbraking and powering using the reserve time when running between stations. They proposed a genetic algorithm to do this. Gordon et al. [2] presented severalstrategies for train operation with reduced energy consumption, especially a method that coordinates coasting and the stop and start times of trains.There are few research articles on saving the traction power of MRT railways. The articles on train scheduling can be classified into two categories, based on methodology: timetabling and the control of train operations based on real-time control. In this paper, we focus on reviewing timetabling methods and adjusting prearranged train schedules including the departure times in an existing timetable to reduce the power consumption. Chen et al. [3] proposed a method of minimizing the maximum traction power by adjusting the dwell times of MRT railways in each station. To solve the problem, they developed a genetic algorithm (GA) and showed that their method saved up to about 29% of the maximum traction power. Kim et al. [4]developed a mathematical model with the objective of minimizing the number of trains running simultaneously in the traction phase. They showed that the number of trains running under power could be reduced by up to 25% at peak times. However, the amount of energy saved could not be estimated. Kim et al. [5] suggested an integer programming model with the aim of reducing the peak traction energy of MRT railways and developed a heuristic algorithm. The basic idea embedded in the algorithm was to adjust the departure times of trains based on an existing timetable. However, the model does not consider the use of the regenerated brake power produced in the deceleration phase. Kim et al. [6] extend that previous model by incorporating both the use of regenerated brake power produced by other trains and measuring the amount of the energy lost. This paper considers the problem of using regenerated brake power as regenerative energy to lessen power consumption of mass rapid transit (MRT) railways. The efficient use of regenerative energy is currently a major issue for the railway industry. The goal of this research is to minimize the peak power consumption and to maximize the use of regenerative energy reduce power consumptionsimultaneously. Table 1 Summary of Previous Studies Power Control Model Regenerative Study Objective Supply /Adjust /Algorithm Energy System Gordeon et Min. Power Consumption O X al. (1998) Albercht Max. Re-usage of Running Time GA O O (2004) Regenerative Power Chen et al. Min. Peak Power Dwell Time GA X X (2005) Min. Num. of Kim et al. Departure Heuristic Simultaneous Accelerating X X (2009) State IP Model Trains Kim et al. Departure Min. Peak Power IP Model X X (2010) State Kim et al. Departure MIP Min. Peak Power O O (2010) State Model Min. Peak Power + Min. Departure MIP Our Study O O Power Consumption State Model 3. Problem Description In this section, to describe a reduction in the peak and total energy consumption when timetabling, time slotisdefined. The time slotdivides continuous time into discrete 15-second intervals. Time is expressed indiscrete units because the existing timetable in Korea is based on a 30-second unit scale and the electric energyconsumption over time need not be calculated continuously. Since an analysis of the train speed profile showedthat there are sections where the powering time is less Challenge A: A more and more energy efficient railway than 30 seconds, the unit time interval was set to 15 seconds.Next,assumptions made in this paper can be summarized as follows: (a) departure times of trains are given and deterministic; (b) amount of traction energy of forward and backward trains are the same; (c) the travel times between stations and dwell times are constant. 3.1Railwaysoperationsandelectricfeatures If a train running between two stations consumes electric energy, the energyconsumption of a train can be divided into three phases:the traction phase requires high power(traction energy); thecoast phase requires low or no power;and the deceleration phase may export regenerated brakepower(regenerative energy).Generally, regenerative energy are equal to approximately 30~40% of the total traction energy. This principle is explained by the conversion of kinetic energy into electrical energy. That is, the kinetic energy that originates in the braking phase can be converted into electrical energy and transferred to the power supply system for use by other trains running within same power supply system. Note that if the regenerative energy is not used for other trains, it is lost. The use of regenerative energy is closely related to a group of stations within a specific range of the power supply system.Before explaining the concept of a group of stations, let us consider the power supply system. The power supply system covers adjacent stations. In the power supply system, electricity flows from high to low voltage to operate trains at adjacent stations within a specific range of the power supply system. The group of stations also represents a zone within which regenerative energy can be interchanged. That is, trains with regenerative energy can provide it to other trains running within the group of stations. In figure 3, the regenerative energy produced by train B running in the deceleration phase can be used by trains C, D, and E in the traction phase because the trains are running in adjacent stations within a specific range of the power supply system. Fig. 3A Group of Stations Table 1 shows the electricity billingof an MRT railway. We see the main factors determining electric charge are peak and total power consumption.Therefore, we consider how to reduce them at the same time. Table 2Monthly Electric Charges of an MRT Railway Num Type Details Ratio = Peak Power Consumption[kW] × Basic 1 Basic Fee 15.3% Rate[KRW/kW] = Total Power Consumption[kWh] × Usage 2 Usage Fee 72.6% Rate[KRW/kWh] 3 Allotment =(Basic Fee + Usage Fee) × Allotment Rate 3.3% 4 VAT =(Basic Fee + Usage Fee) × VAT Rate 8.8% 5 Total = 1 + 2 + 3 + 4 100% Challenge A: A more and more energy efficient railway 3.2 Peak Energy The basic fee is about 15% ofthe monthly electric charges, and is related to the maximumpower consumption, which is dealt with here. The greaterthe deviation in the peak power affects to operations at theconcentrated power consumption, the greater the chargefor electricity. If numerous trains are accelerating simultaneously in some adjacent stations as a specific range of power supply system, high traction power is incurred. Figure 4 describes change energy consumption based on situation that the number of trains is simultaneous running in traction phase. Power dissipation of simultaneous departure is higher than that of departure in another time. In this example, case 1 consumes twice as high traction energy as case 2.
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