Professional Documents
Culture Documents
Abdurrahman Karamancioglu
I. I NTRODUCTION
Due to their high capacity, comfort, safety and low energy
consumption railway systems has taken a significant place
in urban transportation. Investments on urban rail transit
increases day by day. For example in Turkey, urban rail transit
stood just in a few cities at the beginning of this century. But
nowadays, it has increased to 21 cities with total distance
over 750 kilometers. Extension of rail network requires to
add new trains to inventory. It is clear that the major part
of energy consumption in a urban rail transit system is due
to trains. From this point of view, growing energy demand
and environmental concerns has drawn attention to energy
efficiency in rail transportation.
Studies on energy efficient train operation problems have
been a focus of the researchers for decades. As a milestone
in 1968, Ichikawa studied optimal control of train problem
by utilizing maximum principle [1]. The author considered
optimal train operation problem as a bounded state variable
problem. In order to provide energy efficiency, Pontragins
maximum principle was applied. Hoang et al. proposed an
heuristic optimization algorithm to reduce energy consumption
and direct search method was utilized to confirm tunnel
trajectories [2]. The relation between speed profile for given
trajectory and energy consumption of train was realized [4],
692
70
(2)
(3)
Rc =
for
r 300m.
for
r < 300m.
60
(1)
(4)
Speed(km/h)
dx
=v
dt
Ft Fb
dv
=
R Rg Rc
dt
m
50
40
30
20
10
MA
Station 1
CR
CO
Position(m)
BR
Station 2
P =
693
Ft v
2650
(6)
Considering the continuous time system dynamics in differential equations (1), state variables can be transformed into
discrete time in time interval [0, T ] for N steps as,
vk+1 = vk + ak t
vk + vk+1
t
xk+1 = xk +
2
k {0, , N }
(8)
A. Genetic Algorithm
As one of evolutionary algorithms, the genetic algorithm,
is a kind of heuristic search method that is used widely for
finding global optimum solutions. Genetic algorithm has been
utilized to find a solution for optimization problems in various
research areas such as optimal control problem, timetable
problems, vehicle routing problems, power electronics design.
Specifically considering works related to railway systems can
be found in [2], [9], [10], [11].
Genetic algorithms search procedure is inspired by natural genetics analogically. Algorithm starts with an initial
population including chromosomes that represent candidate
solutions. Each chromosome is assigned a score with regard
to fitness function (objective function). New generations are
created by applying genetic operators (crossover, mutation)
to chromosomes. In this manner, after several generations,
chromosomes which have better scores survive.When the
termination condition is met, the chromosome with best score
corresponds to optimal or suboptimal solution. A pseudo code
for generic genetic algorithm is given with Algorithm 1 below.
Algorithm 1: Generic Genetic Algorithm
N
X
Fk v k
t
2650
k = 0, 1, , N
(9)
begin
g0
initialization P1 (g)
evaluation P1 (g)
while not termination criteria do
recombination P1 (g) P2 (g)
evaluation P2 (g)
selection P1 (g) and P2 (g) P1 (g + 1)
g g + 1
k=0
Energy consumptions of each phase can be calculated singularly by utilizing formula mentioned above. After that they can
combined together in order to calculate total energy consumption. In MA phase, tractive effort takes attainable maximum
value. It is considered after MA phase CR phase comes. So
the speed value at point k1 stays same until this phase ends. In
this phase Fk value is variable and equals to sum of opposing
resistance values. When train reaches point k2 , CR phase ends
and CO phase starts. For subsequent phases (CO and BR),
no energy is consumed due to zero tractive effort. Therefore,
defining cruising start time as tCR = k1 t and coasting start
time as tCO = k2 t, we can write optimization problem
below as:
k2
k1
X
X
Fk v k
Fk vCR
min
t +
t
tCR ,tCO
2650
2650
k=0
k=k1+1
0 Fk Fmax
0 vk vmax ;
v(0) = 0;
v(N ) = 0
(N k2 )t stopping distance
k1 k2 N
This optimization statement corresponds to a train operation
between successive stations [11].
IV. A LGORITHMS
The genetic algorithm (GA) is the most widely used heuristic algorithm, therefore, it is traditional to compare performances of other heuristic algorithms to the GA. For this reason
a very brief introduction of GA is presented prior to the firefly
algorithm.
B. Firefly Algorithm
Firefly Algorithm is a metaheuristic optimization tool which
is inspired by lightning behaviour of fireflies. It was proposed
by Xin She Yang in 2008 [15]. Algorithm mainly depends
on light intensity changes. Different flashings have various
meanings, constitutively two of them has more importance:
attracting mating partners and attracting the hunt. Additionally,
flashing works as a warning system for external threats [15].
Firefly algorithm has three main rules [15].
1) All fireflies has no gender. Any of them can be attracted
to other fireflies.
2) Attractiveness is comparative to brightness. For instance,
considering two flashing fireflies, one which has less
glitter moves will move towards to more glitter one.
When distance increases, attractiveness and brightness
decrease expectedly. If both fireflies are not glitter
enough to attract other one, then random movement
occurs.
3) The view of objective function defines the brightness of
a firefly. Brightness can basically be relative to the value
694
823
Vertical
position
(m)
822,5
Two topics are significant for firefly algorithm: light intensity and attractiveness. Basically, the light intensity I(r) can
be defined related to the inverse square law [15]
0.5%
822
0.8%
821,5
- 0.75%
821
Is
I(r) = 2
r
820
k=1
819,5
(11)
xi = xi + 0 erij (xj xi ) + i ,
0.25%
820,5
(10)
(13)
Considering given three rules and definitions above, algorithms pseudo code is given in Algorithm 2. Detailed information about algorithm can be found in [15]
Algorithm 2: Firefly Algorithm [15]
Objective function f (x), x = (x1 , , xd )T ;
Generate initial population of fireflies xi (i = 1, 2, , n);
Light intensity Ii at xi is determined by f (xi );
Define light absorption coefficient ;
while (t < M axGeneration) do
for i = 1:n all n fireflies do
for i = 1:n all n fireflies do
if (Ii < Ij ) then
Move Firefly i towards j;
end
Vary attractiveness with distance r via
exp[r];
Evaluate new solutions and update light
intensity;
end
end
Rank the fireflies and find the current global best g
end
Postprocess results and visualization
V. E XPERIMENTAL S TUDY
Energy efficient train operation problem is considered for a
test path which has various grade levels and speed limitations.
A train model based on formulations in (1) is implemented
in computer environment. Furthermore a real-like test path is
modeled. Considering all these, switching points for CR and
CO phases are calculated by FA. With proposed speed profile,
train motion is simulated. In order to show its efficiency,
obtained results are compared with GA.
A. Test Environment
During test A light weight tram is modeled which has 571
hp power in total and maximum operating speed is 70 km/h.
A real-like track is modeled with uphill and downhill sections.
Variation in level with regard to track length and also gradient
are given in Figure 2.
The experiments are performed on Intel(R) Core(TM) i74710HQ CPU 2.5 GHz and Microsoft Windows 10 operating
system. A MATLAB program is implemented to simulate train
motion and apply speed profiles.
B. Test I
A track which is 1700 meters in length with two uphill parts
followed by a downhill and an uphill section is designed for
test. It is considered that train operation has all motion phases.
Firefly algorithm is employed as a global optimization tool to
find optimum switching points for CR and CO phases. Initial
parameters for the algorithm are set as follows: population
size: 30, iteration size: 35, alpha: 0.5, beta: 0.2, gamma: 1,
lower bounds [30,1000] and upper bounds [1700,1700]. Here
upper bounds are selected same and in a large interval. The
aim of that is relaxing algorithm to modify number of motion
phases. In other words, CR phase can be omitted from phase
sequence if it is required.
There is a trade off between time and energy consumptions. As one of them rises, then the other one goes down.
Throughout the journey, a time limit is set to satisfy schedule.
In this way, time concerns are taken into account while energy
consumption is minimizing.
In order to optimize energy efficiency of train operation,
FA and GA are employed. Obtained results are given in
695
TABLE I
F IREFLY ALGORITHM TEST RESULTS
Iteration
1
2
3
4
5
TABLE II
G ENETIC ALGORITHM TEST RESULTS
Iteration
1
2
3
4
5
C. Test II
results show that not only for computational time but also
performance of solution, FA exhibits outstanding performance
in comparison to GA.
696
70
Speed
(km/h)
60
50
40
30
20
10
Firefly Alg.
Genetic Alg.
Time (s)
0
0
3,8
7,6
11,4
15,2
19
22,8
26,6
30,4
34,2
38
41,8
45,6
49,4
53,2
57
60,8
64,6
68,4
72,2
76
79,8
83,6
87,4
91,2
95
98,8
102,6
106,4
110,2
114
117,8
121,6
125,4
129,2
133
136,8
140,6
144,4
148,2
152
155,8
159,6
163,4
167,2
171
174,8
178,6
182,4
186,2
190
193,8
197,6
201,4
205,2
VI. C ONCLUSION
In this study, a nature-inspired optimization approach for
energy efficient operation of a train is proposed. As a global
optimization problem, energy efficient train operation problem
can be considered as finding an optimal speed profile. The
objective function is defined as energy consumption along the
journey. Furthermore punctuality and speed limits are taken
into account. GA which is a popular optimization tool and
FA are employed to optimize this problem. Obtained results
showed that FA produces better solution with high accuracy
when it is compared to GA. Besides that even lower function
count size FA preserves its persistency to finding optimal
solution. Therefore FA can be good alternative solver for realtime problems.
R EFERENCES
[1] K. Ichikawa, Application of optimization theory for bounded state
variable problems to the operation of train, Bull. Jpn. Soc. Mech. Eng.,
vol. 11, no. 47, pp. 857-865, Oct. 1968
[2] H. H. Hoang, M. P. Polis, and A. Haurie, Reducing energy consumption
through trajectory optimization for a metro network, IEEE Transactions
on Automatic Control, vol. 20, no. 5, pp. 590-595, 1975.
[3] J. Cheng, P. Howlett, Application of Critical Velocities to the Minimisation of Fuel Consumption in the Control of Trains, Automatica, vol.
28, no. 1, pp. 165-169, Jan. 1992.
[4] P. Howlett, An Optimal Strategy for The Control of A Train, J. Austral.
Math. Soc. Ser. B 31, pp. 454-471, 1990.
[5] J. Cheng, P. Howlett, A Note on the Calculation of Optimal Strategies
for the Minimization of Fuel Consumption in the Control of Trains,
IEEE Transaction on Automatic Control, vol. 38, no. 11, pp. 1730-1734,
Nov. 1993.
[6] P. Howlett, The Optimal Control of A Train, Annals of Operations
Research, vol. 98, no. 1-4, pp. 65-87, Dec. 2000.
[7] Liu, R. and Golovitcher, I., Energy-efficient operation of rail vehicles,
Transportation Research Part A: Policy and Practice, vol. 37, no. 10, pp.
917-932, Dec. 2003.
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