energy efficiency design in railway vehicles and … · energy efficiency design in railway...
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Energy Efficiency Design in Railway Vehicles and Systems in Hong
Kong MTR
C L Leung
Chief E&M Engineer
MTR Corporation Limited
September 2013
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Railway – A Green Transportation System
Railway as One of the Most Eco-friendly Transports
1MTR train
25Buses
150Mini-buses
1,500Cars
MTR Corporation Limited
Importance of Energy Saving in Traction Energy
• Traction Energy Cost – One of the major operating cost driver
• Committed to make the Green Transportation Greener
• Major extensions design and Construction work in progress
Page 5
Railway Network in 2020
Shatin to Central Link
Express Rail Link
South Island Line (East)
West Island Line
Kwun Tong Line Extension
Existing MTR Network ~ 218 km
With 5 projects by 2020 ~ 274 km
N Financial Models
1. Ownership Approach
(a) Cash Grant WIL
(b) Rail + Property SIL / KTE
2. Concession Approach XRL / SCL
MTR Corporation Limited
How to Reduce Traction Energy?
Traction Energy Composed of
– Propulsion Energy
• Motoring
• Braking Loss
– Auxiliary Power
• Lighting
• Air conditioning
• Control & Communications
– Traction Energy Distribution Lost
• Overhead Line
• Voltage conversion
MTR Corporation Limited
How to Reduce Traction Energy
Design & Process to Reduce Traction Energy Loss
– Propulsion Energy
• Regenerative Braking
• More Efficient Traction System
• Better alignment design and train control to reduce motoring and braking
• Reduce Car Weight
– Auxiliary Power
• Efficient Lighting System
• Reduction of Platform dwell time
– Traction Energy Distribution Lost
• Adopt Solid Overhead Conductor Rail
• Eliminate 11KV level in power distribution
– Tendering Process
• Life Cycle Cost Evaluation
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Design to Reduce Propulsion Power
Propulsion Energy Reduction – Higher Propulsion Efficiency and
Regenerative Braking
DC Motors with Variable Resistors
DC Motors with Regenerative Braking
Using Chopper System using GTO
VVVF with IGBT
• Improved efficiency
• Significant saving in traction
power
• Power loss as heat in resistors
• Extensive maintenance effort
• Less precise speed control
Optimization of Speed Profile
After optimization of speed profile
Minimization of unnecessary braking & re-motoring
‐Optimisation of the ATO Run Profile‐ Eliminate civil speed constraint during alignment planning
0102030405060708090
100
0 500 1000 1500
Chainage (m)
Spee
d (k
m/h
)
Civil Speed Limit
行車模式Train speed profile
Before optimization of speed profile
Super-Capacitor Storage System in SIL
Page 12
Super-Capacitor Storage System in SIL
Super capacitor
storage
Regenerative braking Motoring of train
車站 Station
Energy Storage System store up the excessive energy by the re-generative brake system for
use by successive train
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Design to Reduce Auxiliary Power
2013/9/16MTR Corporation Page 14
Value
Adoption of T5 Tube and LED Lighting instead of T8
Energy Efficient Lighting System
Train stops
Train door/ PSD
fully open
Train door/ PSD
fully closedTrain starts
Train door/ PSD
start closing
Total station dwell time
Station dwell time usable to passengers
Enhancement of system response time can shorten station dwell time
Optimization of Station Dwell TimeDriver issues train start
Minimize Delay by Train Driver• Automation of door open, door close and train start operation
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Design to Reduce Traction Energy Distribution Lost
Eliminating 11kV voltage level
132kV Supply from Power
Company
33kV Intermediate
Level
11kV
415V or 380V supply
Power System – Voltage Conversion
A voltage level to be eliminated to reduce energy loss
415V or 380V supply
132kV Supply from Power
Company
33kV Intermediate
Level
Overhead rigid conductor Catenary line
Resistance:
0.0135 ohm/km
Resistance:
0.0221 ohm/km<
Adoption of Overhead Rigid Conductor Rail System
Overhead rigid conductor reduces resistance between pantograph and train conductor,
which in turn reduces loss in power distribution
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Procurement Arrangement to Reduce Life Cycle Energy
Consumption
2013/9/16MTR Corporation Limited Page 20
Adopted Lifecycle Cost Assessment in SCL – NSL RS Contract
Award to tenderer based on the best weighted overall score on
‐Tender Price (NPV)
‐ Lifecycle Cost Effect (Energy and Maintenance Cost)
Lifecycle Effect Assessment
‐ Planned NSL service pattern adopted
‐ Energy efficiency – simulated energy required to operate
‐Reliability & Maintainability – projected PM/CM/Overhaul/Asset Replacement
Principles of Life Cycle Cost Procurement
2013/9/16MTR Corporation Limited Page 21
Input from Tenderers
‐Tender price‐Energy consumption related design parameters‐Reliability & Maintainability design parameters
Input by MTR
‐Lifecycle duration‐Expected service pattern & annual mileage‐ Inflation % and labour rate
Tools to be used
‐Energy – Power Plan‐Reliability & Maintainability – Excel formulas (by MTR based on previous O&M
experience)‐Scoring calculation – Excel formulas (by MTR)
Principle of Proposed Model – Input Data
2013/9/16MTR Corporation Limited Page 22
Energy Effect Calculation
1. Energy per train per round trip (kWh/round trip) (PowerPlan)
a) from Admiralty Station to Lo Wu Station
b) from Admiralty Station to Lo Ma Chau Station
c) from Admiralty Station to Tai Po
2. LCC on Energy (Over 40 years, MTRCL Excel Model)
= Energy per train per round trip (PowerPlan)
x No. of trip per day
x No. round trips per year
x Electricity Unit Rate ($/kWh)
(considering: Peak and non-peak, Weekdays, Saturdays and Sundays)
3. Energy Consumption Target (kWhr)
= Energy per train per round trip (PowerPlan)
x No. of trip per day
x No. round trips per year
2013/9/16MTR Corporation Limited Page 23
Targets set & agreed prior to Contract Award
‐Energy Efficiency – contractor design parameter & service pattern
‐Reliability & Maintainability – contractor design targets & expected annual mileage
‐As part of the LOC
Validation vehicle & time
‐First batch of 6 trains
‐Within the 2-year DLP
Validation method
‐Energy Efficiency – contractor as-built parameter vs. Target
‐Reliability & Maintainability – actual data collected during EDLP vs. Target
Gain/Pain scheme
Target & Validation
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New Technologies Under Consideration
2013/9/16MTR Corporation Limited Page 25
Reduction of Train Weight
‐Composition materials trains
‐Li ion battery
Higher Efficiency Traction System
‐Permanent magnet motor
Reduce Unproductive Dwell Time
‐Adoption of UTO operation
‐Will be adopted in SIL and NEL
New Technologies / Process Under Consideration
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Conclusion
2013/9/16MTR Corporation Limited Page 27
Energy Efficiency of Railway System can be improved by careful consideration of the followings:
‐Train Propulsion System and regenerative braking design
‐Optimise alignment and ATO run profile
‐Reduction in car weight
‐More efficient lighting system
‐Control of Platform dwell time
‐Automation of processes
‐Reduction in distribution loss
‐Life Cycle Cost consideration during tendering
Conclusion
2013/9/16MTR Corporation Limited Page 28
End of Presentation
Thank you