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This study proposes an integrated eco-driving controller, in which speed profile and power split optimisation are simultaneously treated. A speed profile controller is designed based on a multi-phase dynamic programming (DP) algorithm, which is utilised to optimise speed trajectories with the detailed model of the traction power system, vehicle dynamics system, and signal constraints at intersections. The optimised speed and demand power profiles are designed as the reference of the power split optimal controller. A DP algorithm is presented to determine voltage trajectories of supercapacitors with power plant voltage limitations and dynamic power losses. The performance of the proposed integrated method is evaluated by numerical simulation based on an actual route of Chengdu Tramway Line 2. The energy reduction can be achieved by the speed profiles controller, compared to the eco-cruising benchmark strategies. Energy efficiency can be further improved by the integrated eco-driving controller. Moreover, the influences of green signal time windows and trip time on the shape of the optimised solution are investigated. For a given journey, the trip time with minimum energy consumption can be obtained. The integrated eco-driving control method can be implemented by driver assistant systems or automatic train operation systems.
The main concern of the current paper is to evaluate the penetration loss into train wagons. It is known that coated window panes are used in trains to offer high thermal insulation. Unfortunately, they cause significant transmission loss at telecommunication frequencies too. Recently, researchers have come up with several designs of coated panes which considerably reduce transmission loss in telecommunication frequency bands while showing similar thermal insulation performance. Through simulations and measurements we disclose the impact of these new RF-friendly window panes on penetration loss into the wagons.
This paper investigates the control techniques required to enable dual end feeding of 50 Hz AC railways with static converter feeder stations. Static converters are the future for railways for several reasons such as the possibility to control the voltage magnitude and phase angle, topologies with no or small filtering required and no imbalance caused for the utility network. Without any control of the voltage of the two feeding points, the train draws a percentage of power that is substantially inversely proportional to the distance from each substation, while if a control system is designed and used the train can draw 50% of its required power from each substation regardless of its distance from either. This will help reducing the rating of the future static converters and also to enhance the capacity with the current ratings. This paper presents the results of initial control system calculations for a single train between two static converter substations using MATLAB.
Network Rail's Western Route is undergoing a wide-ranging modernisation programme, with £7.5bn investment in 175 miles of electrification and infrastructure upgrades allowing the introduction of four new fleets of train by 2019. This paper reviews the potential utilisation of camera imagery to inform maintenance processes that need to absorb a step change in pantograph movements and OLE management.
Presents a collection of slides covering the following topics: traction system design; project engineering; railway electrification project; design management; and railway safety.
Presents a collection of slides covering the following topic: lead design organisation; LDO guidance documents; earthing and bonding process; health and safety; railway electrification; government legislation; bonding plan CAD composition; spider plates and impedance bonds; and point heating interface.
Presents a collection of slides covering the following topics: classic railway; earthed-bonded railway; bridge structures-wood, brick masonry; bridge structures-metal; basic station earthing concept; and level crossings.
Presents a collection of slides covering the following topics: GWRM electrification; innovation; develop design deliver; and electrification design.
This paper will briefly review the evolution of auxiliary power systems before examining the key requirements of a modern system, and some of the methods employed to meet these requirements. The paper is written from a viewpoint of railway operations and fleet maintenance. It does not cover technical details of power conversion equipment in detail as the principles of operation and technologies are the same as for propulsion equipment covered in other papers.
Energy saving in the railway sector is a major consideration for current operators. This is driven by the continuing focus of environmental concerns, together with an increasing uncertainty about the availability and cost of liquid fuels. The extended cycle life of railway equipment means that decisions influencing traction systems can have lasting consequences of up to 50 years. This article describes the fundamentals of railway vehicle kinematics and then analyses a number of notable recently implemented energy saving strategies. These include regeneration, use of energy storage, train control and optimisation, and operational effects.
A multi-terminal dc node consists of voltage-source converters (VSCs) and dc-dc converters (DC-DCCs) is presented in this paper as promising topology to feed electric vehicle (EV) charging stations from renewable power. The research focuses on the detailed analysis of the characteristic behaviour of node currents under dc faults, and in particular its natural response, which can produce particular protection requirements. Thus, the protection system design is presented based on the use of solid state and ultra-fast hybrid dc circuit breakers, associated with converters, which monitor local quantities to detect and isolate dc faults. The results show that an overcurrent derivate-based scheme can be adopted from available devices to meet the fast required response.
The authors describe the railway traction duty and discuss the different methods for providing and controlling tractive effort for both loco-hauled and multiple unit trains.
This paper is to present the results on the new application of variable speed drive using the in-situ data measured by in-fibre fibre Bragg grating (FBG) sensor for energy optimization of an escalator. It also reports the promising potential of this technique for future development of public service escalators. This paper consists of two parts. The first part reviews the existing energy efficient technologies for escalator operation including auto two speed operation, auto on/off operation, and the variable torque operation in which the motor voltage is controlled in order to provide a minimal driving torque when there passenger load on the escalator is light. This operation mode improves the power factor of the motor while maintaining constant speed operation. The second part of the paper presents the proposed new variable speed operation in that the speed of an escalator is adjusted in response to varying escalator loading demand. This operation mode is designed based on the operational characteristics of railway system in which the train's headway and hence the escalator passenger flow is different at different times of a day. (6 pages)
The author describes some of the engineering challenges faced by Projects that are embarking on the Electrification of existing Railway lines. The author principally concentrates on the wide ranging and diverse support that engineering provides throughout the lifetime of a project, in terms of developing the scope, defining and working with particular standards, dealing with the various interfaces both technical and managerial, commercial issues and bringing systems into service and resolving problems as they arise, These project areas are described in a time when very little new Electrification on existing lines has been provided in the UK over the past twenty years. In light of the reduced amount of electrification schemes over the past twenty years, the author investigates the future proposals to electrify large sections of the UK railway; specifically what is now required to ensure that they are engineered to meet today's modern needs, and uses the author's own project engineering experience on the Thameslink Programme and some lessons learnt from some recent enhancement schemes to identify key areas that project engineering designers and managers may need to consider going forward.
This paper provides an overview of the management process being developed in Network Rail in the framework of current safety legislation for the UK railways, which accounts for the new regulations for Electromagnetic Compatibility (EMC) in place in UK from 20 July 2007.
This paper presents an overview of electrification system testing that has been applied to a number of systems in the UK, Australasia and several systems in Asia. Its basic principles could be applied to any electrified railway system. It covers why testing is required, basic methods of testing, processing and analysis of the acquired data.
This paper describes the main systems for transmitting power from the lineside substation to the moving train. For both overhead and third rail systems, the interfaces are explored, and a case study is presented describing the design work associated with the specific requirements for London Underground Shoegear.
Presents a collection of slides covering the following topics: railway electrification infrastructure; smart grid; AC electric railway traction system; station bus; integrated protection; fibre cable; GOOSE messaging; fault protection sequence; rationalised autotransformer system; smart traction power system; and integrated control system.
Presents a collection of slides covering the following topics: pantograph location; static gauge; electrical clearances; cause of flashover; control at neutral sections; resistance to derailment; pantograph sway; train propulsion equipment; independently powered EMU; and battery duty cycle.
High-frequency resonances occur frequently and severely disrupt the normal operation of high-speed railways in China. In order to suppress high-frequency resonances in traction power supply systems, a resonant harmonic elimination pulse width modulation (RHEPWM) technology was proposed. With this method, harmonics around the resonant frequency in the harmonic source were eliminated, and thus the resonance formation condition was broken and resonances were suppressed. A real-time simulation of RHEPWM application in high-speed railway system was realised in OP5600 RT-Lab simulator. The real-time simulation results show that the proposed RHEPWM strategy can achieve high-frequency resonance suppression, improve total power factor of traction drive systems, and reduce total harmonic distortion of pantograph currents.
