Documente Academic
Documente Profesional
Documente Cultură
Research Article
ISSN 2042-9738
Received on 13th May 2015
Revised on 22nd September 2015
Accepted on 30th September 2015
doi: 10.1049/iet-est.2015.0025
www.ietdl.org
Zhongbei Tian 1 , Stuart Hillmansen 1, Clive Roberts 1, Paul Weston 1, Ning Zhao 1, Lei Chen 1,
Mingwu Chen 2
1
School of Electronic, Electrical and Systems Engineering, University of Birmingham, Birmingham B15 2TT, UK
School of Electrical Engineering, Southwest Jiaotong University, Chengdu, Peoples Republic of China
E-mail: zxt279@bham.ac.uk
Abstract: Regenerating trains are now in common use on many DC fed railway systems, and train operating companies
are able to get a discount on their energy costs if regeneration is active. The electrical energy consumption in a DC system
is significant, and a comprehensive understanding of how regeneration affects the overall system energy consumption
has not been developed. This study presents a simulation method in which a multi-train analysis is used to determine
the system energy consumption with and without regeneration in operation, as well as the impact on the system
energy consumption of different headways. The results are used to determine a full energy audit of the system based
on the data of the Beijing Yizhuang subway line. This includes the energy supplied by the substations, the energy
wasted in the power transmission network, the energy used by the train in traction and regenerated by braking trains.
The initial results show that regenerating trains have a significantly lower substation demand, but slightly more energy
is lost within the network. The results also indicate that, the available regenerative energy and total substation demand
vary with different timetables, and there is a 27% difference between the best and worst headways.
Nomenclature
M
l
s
t
F
g
R
K
r
A
B
C
Pmech
Pelec
motor
Pregen
Rsub
Vopen circuit
Vrated
Irated
PT
UT
IT
T
N
t0
Ttotal
ri
li
Introduction
41
2
2.1
Model formulation
System overview
d2 s
= F Mg sin (a) R K/r
dt 2
(1)
2
ds
ds
+C
dt
dt
(2)
42
Fig. 2 Beijing Yizhuang subway tractive effort and resistance and power characteristic
efforts. Cruising mode is invoked when the train reaches the speed
limit and partial power is utilised at this time. When the coasting
mode is utilised, no power is needed to draw the train. Braking
mode is applied when the train is approaching a stop or a lower
speed limit. The maximal feasible braking efforts lower than the
rail adhesion are usually utilised to regenerate electrical energy.
These energy-efciency controls have been proved by the
Pontryagin maximum principle under the assumption of train
traction simplication [1012, 31], in which the maximum
acceleration and braking must be the most energy efcient.
The driving strategies should full the constraints determined by
tractive ability and speed limits. In Fig. 2, the Beijing Yizhuang
line vehicle tractive effort and train resistance of motion with
standard passenger load is illustrated. According to the generated
speed trajectory, the mechanical power of the train can be
computed in (3), which is negative when braking
Pmech = F
ds
dt
(3)
(4)
2.3
(5)
43
the working region of the rectier units. Thus the simplied voltage
regulation characteristic becomes linear as shown in Fig. 4. This
diagraph illustrates the output voltage and current at normal load
states. Based on the data from Beijing Yizhuang line, the no-load
voltage of each 12-pulse rectier unit is 850 V, while the rated
voltage and current are 750 V and 2500 A, respectively. As there
are two 12-pulse rectiers in parallel, the equivalent resistance for
the rectier substation can be calculated in the following equation
Rsub =
(7)
Due to the trains acting as an ideal power source, the train power
formula (8) can be utilised as constraint of the power analysis,
where PT is the train power demand
(6)
PT = UT IT
(8)
(i) Motoring: When the train is motoring, the rotors of the vehicle
turn slower than the synchronous speed, transforming the input
electrical power into mechanical power. This input power comes
from the power network supplied by substations and other
regenerating trains.
(ii) Normal regenerative braking: When the train is braking, the
rotors are turning faster than the synchronous speed controlled by the
driver. Thus, the motor will transform mechanical energy available at
the drive shaft into electrical energy, which can be transferred back to
the network system to power other motoring trains. For normal
regenerative braking, all of the regenerating energy can be transferred
into the transmission network to power other trains.
(iii) Over-voltage regenerative braking: As regenerative braking
can increase the voltage of a train, a high regen voltage will occur
when there are not enough motoring trains absorbing the
regenerative energy in the power network. In the case of a high
voltage hazard, some braking energy cannot be transferred to
contact lines, but is wasted in the on-board braking rheostat as
heat when the regen voltage exceeds a safe value. Therefore, it is
essential to analyse the amount of usable regenerative energy in
performance evaluation simulation.
3.1
Ttotal = T + (N 1) t0
(9)
i
Dtrains (t) = dtrain
(t n t0 ), 0 t Ttotal , 0 (t n t0 ) T
(10)
After conrming the location of trains, each resistance of contact
lines segment split by running trains and substations can be
computed in the following equation
ri = r li
(11)
44
3.2
some errors, due to the fact that iterative results cannot converge
in some conditions. This is because of the non-receptivity
characteristic of the DC railway power network. To achieve a
more accurate computation, an improved method based on the
bi-factorisation iterative algorithm is utilised in this paper. Two
specic conditions which can cause non-convergence problem are
explained and the improved programming structure for solving DC
power system is depicted in Fig. 5.
(i) Too much regenerative energy surplus: When too much
regenerating power is exported from braking trains, this will
increase the voltage of each substation and reduce the voltage of
each braking train at the rst iterative calculation. In this way, the
power ow algorithm cannot work at the next calculation and it
45
22.73 km
14
12
850 V
0.02
950 V
199 tonnes
88 tonnes
289.45 kN
3680 kW
45 kW
Case studies
Fig. 6 Up and down direction speed trajectory and electrical power requirement
46
Location, km
Direction
Over voltage
Power, kW
Final power, kW
Voltage, V
1.35
2.57
4.70
6.22
8.96
9.84
11.94
13.26
14.95
16.46
18.82
19.91
22.63
up
down
up
down
up
down
up
down
up
down
up
down
up
yes
yes
yes
no
no
no
no
no
no
no
no
no
no
2957
3637
952
45
45
45
50
45
45
47
45
45
3727
2
24
717
45
45
45
50
45
45
47
45
45
3727
950
950
949
934
909
901
885
875
864
855
843
833
776
1
2
3
4
5
6
7
8
9
10
11
12
13
10
11
12
0
950
0
2.62
950
0
4.71
950
0
6.97
928
0
9.31
906
0
10.66
895
0
13.48
874
0
14.47
867
0
16.46
855
0
18.82
843
299
20.10
832
780
22.73
786
2739
1
2
3
4
5
6
7
8
9
10
11
12
13
Location,
km
Up/
down
Over
voltage
Power,
kW
Final
power,
kW
Voltage,
V
1.33
2.62
4.70
6.80
8.40
10.35
11.84
13.48
14.48
16.50
18.81
20.10
22.13
up
down
up
down
up
down
up
down
up
down
up
down
up
no
no
no
yes
no
no
no
no
no
no
no
no
no
51
54
652
3637
45
45
3727
51
1820
3727
1938
52
45
51
54
652
2929
45
45
3727
51
1820
3727
1938
52
45
915
916
919
947
895
841
745
829
841
795
814
832
840
braking power of 3637 kW. The power and voltage output from
substations at this simulation time is described in Table 5.
The following section shows some energy evaluation results for
the whole journey.
4.2
Energy audit
47
10
11
12
0
915
0
2.62
916
0
4.71
919
0
6.97
936
0
9.31
870
0
10.66
833
733
13.48
829
902
14.47
841
389
16.46
800
2116
18.82
814
1525
20.10
832
756
22.73
843
308
5.60 MWh, when regeneration is turned on, but this is not signicant
compared to the net energy reduction. In the current model, the
usable regenerated energy accounts for 3568% of the overall
braking energy. The variability of the substation energy
48
System with
regen on
Difference
121
121
64.31
64.31
43.56
43.56
70.62
55.02
22%
68.90
39.77
42%
30.28
15.56
5.01
5.60
12%
simulation duration
(running cycles)
traction energy demand,
MWh
braking energy demand,
MWh
max substation
consumption, MWh
min substation
consumption, MWh
max available regen
energy, MWh
min available regen
energy, MWh
average network energy
loss, MWh
Conclusion
Acknowledgments
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