By E. Pilo
In latter years, power potency has develop into a very important trouble for each transportation mode, however it is in electrified railways the place strength discount rates have proven an even bigger power as a result of (i) regenerative braking, that permits changing kinetic power into electrical energy, and (i) motor vehicle interconnection, that enables different trains to exploit regenerated energy. chronic provide and effort administration will proceed to improve sooner or later. This ebook gathers less than a unmarried conceal a number of papers released within the pcs in Railways sequence (IX, X and XI) and makes a speciality of energy offer and effort administration. a number of the mentioned topics are: modelling, simulation and optimization of AC and DC infrastructure, research of rolling inventory intake and leading edge ways in energy provide operation.
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Additional resources for Power Supply, Energy Management, and Catenary Problems
Example text
The length of the track is 88 km. A simulation with nominal input data for the train model results in a running time of 3597 s. The signalled speed restrictions are according to Table 2: Table 2: Speed restrictions for the track model. 1 Simulation with nominal input data Figure 2 shows the speed profile for the train obtained from simulation with nominal input data. Table 3 shows the numerical results. This is the reference case, with which all other results are compared with in this study. Figure 2: Speed profile from simulation with nominal input data.
3), where W denotes the total regenerative power generated from the section covered by the regenerative inverter. W includes the regenerative power consumed by nearby accelerating trains and power loss in the resistor bank. Accordingly, the capacity of the regenerative inverter should be larger than W considering the operation condition of the line. W Pm 1 [kW] 2 (3) Braking force at deceleration rate, , can be obtained as eqn. (4). The braking electric power generated from the regenerative braking performance of a train at speed of v [km/h] is calculated by eqn.
Moreover, we are not concerned with the characteristic of the squeezing control because we also assume the regenerative power can be absorbed at substations. The absorbed power can be accounted in eqn. (1). 2 Running Resistance 0 0 5 10 15 Velocity[m/s] 20 25 30 0 0 1300[V] 1500[V] 1700[V] 5 10 15 Velocity[m/s] 20 25 Figure 3: Acceleration/deceleration characteristics and running resistance. 30 50 Power Supply, Energy Management and Catenary Problems 4 Optimization method We show the optimization method for solving the optimal control problem.