基于实测数据的地铁列车能耗特征分析

基于车载装置实时采集的北京地铁6、8、13号线列车牵引能耗、辅助能耗及再生能等分项能耗和牵引变电所电表记录的统计能耗，探析了地铁牵引系统能耗构成及影响因素特征。得到如下结论：列车运行能耗中38%~60%用于克服阻力和电机效率损失，9%~20%用于辅助设备，再生能占比约20%~49%。影响车公里牵引单耗的因素包括站间距、纵断面、列车性能、技术速度及满载率等。随站间距减小，牵引单耗呈幂级增长；纵断面设计为“高站位、低区间”的节能坡形式有利于减少单耗；质量轻、阻力小、电机效率的列车更节能，不同车型能耗差异可达10%；技术速度增加引起牵引单耗增长，平峰时段可适当降低技术速度。满载率每降低10%，可减少牵引单耗2%。影响再生能的因素主要包括站间距与制动初速度，站间距越小则再生能产生量越多，但摩擦制动产生的动能损失也越大，总体不利于车公里单耗的降低。影响辅助能耗的主要包括气温与客流，辅助能耗随气温或客流增长而增高，地下线辅助能耗随气温增长变化幅度较地上线更小。

Metro Train Energy Consumption Characteristics Based on Empirical Data Analysis

This paper analyzes the energy consumption composition for metro trains and identifies the major factorsthat closely related to the train energy consumption. The energy consumption data included the instant traction energyconsumption, auxiliary energy consumption and regenerative energy consumption, which was collected through the onboard train equipment from Beijing metro lines 6, 8 and 13. The electricity consumption was recorded by the electricitymeters at metro substations. The analysis results show that: (1) 38% to 60% of the energy consumed by the tractionsystem is used to overcome train resistance and compensate the loss of motor efficiency; the auxiliary equipmentenergy consumption accounts for 9% to 20% of total train energy consumption. Regenerative energy accounts forapproximately 20% to 49% of train energy consumption. (2) The factors influencing the unit traction energyconsumption (traction energy consumption per vehicle kilometer) mainly include station spacing, track alignment, traincharacteristics, running speed, and passenger loading rate. With the average length of the station spacing decreases, theunit traction energy consumption increases exponentially. The track alignment design of stations that are higher thansections helps to reduce train energy consumption. The trains have relatively lighter weight, lower resistance, andhigher motor efficiency tend to consume less energy. The application of proper types of trains might reduce up to 10%of unit energy consumption. Higher running speed results in more train energy consumption. In this regard, the averagerunning speed can be reduced appropriately during the off-peak period for energy saving purpose. The traction energyconsumption might be reduced by 2% if the passenger loading rate is reduced by 10%. (3) The influencing factors ofregenerative energy consumption mainly include station spacing and initial braking speed. The regenerative energygeneration increases when the station spacings are short but the kinetic energy loss caused by the low- speed frictionbecomes higher in this case, which result in overall higher energy consumption. (4) The influencing factors of auxiliaryelectricity consumption mainly include temperature and passenger volume. The auxiliary energy consumption generallyincreases with the temperature and passenger volume. The impact of temperature on the auxiliary energy consumptionis insignificant in underground metro lines compared to ground and elevated metro lines.