railway simulation - energy efficiency increase of electrical ......load flow of electrical railway...

www.bahntechnik.de

Institut für Bahntechnik GmbH Dipl.-Ing. (FH) Martin Jacob

IT15.rail

energy efficiency increase of

electrical local transport systems

recognise opportunities – evaluate effects

www.bahntechnik.de Martin Jacob penPowerNet.de

1.  motivation 2.  load flow of electrical railway power supply systems 3.  co-simulation tool for holistic system analysis 4.  energy efficiency increase by network optimization 5.  project example 6.  conclusion

agenda

2015-06-12 energy efficiency increase 2


electrical energy may be generated from renewable resources ! traffic shall be powered by electrical energy

energy expense is a significant part of operating expense for operators vehicle manufacturer and operator focus on energy efficiency increase

target: to control future energy cost main target: minimise energy consumption of transport ! optimisation on component level ! optimisation on system level (holistic approach)

motivation



motivation


AC 3~ 50 Hz 10/20/30 kV

= 3~

s s

= 3~

s s

3~

3~

AC 3~ 50 Hz 66/110/220 kV

transmission network at trac.on power substa.on bulk sta.on vehicle

Where is the billing?



agenda



Where does the power demand come from?

load flow of electrical railway power supply systems


rolling resistance + distance resistance accelera3on resistance trac3ve effort





aux=

3~

1~

= =

1~ =

RBrake

FZ

trac.on component efficiency auxiliary power eddy current break energy storage (DC)





.me and posi.on dependent consumers network structure and voltage level controls the load flow railway power supply system has impact on energy demand power genera.on

power distribu.on

driving dynamic

opera.on trac.on auxiliary


Where does the power demand come from? low line voltage affects the vehicle traction

–  increasing currents and losses with decreasing line voltage –  current, respectively power limitation, at low voltage ! increased travel time –  limited energy recovery due to maximum line voltage limitation (no energy

absorption by the network)

retroactive effects have to be considered during simulation –  at AC less important due to usually stable line voltage –  at DC it is mandatory due to high voltage fluctuation

simulation of railway power supply systems require simultaneous information of the following physical processes:

–  driving state of each train and power demand –  position of all vehicles within the electrical network –  structure and installed capacity of the railway power supply system





agenda



co-simulation tool for holistic system analysis


Propulsion Technology

Railway Opera3on Simula3on

ATM Advanced Train Model

“Co-‐Simula3on”

Power Supply System

PSC Power Supply Calcula3on Interac3on

Load Flow Simula3on




model verification, measurement and simulation at Zurich Public Transport

volta

ge [V

]

curren

t [A]

.me [s]


Queensland Rail Proof of Concept – comparing energy demand





agenda



characteristic values to assess energy efficiency 1.  vehicle related recovery coefficient

2.  network related recovery coefficient

3.  system related recovery coefficient

energy efficiency increase by network optimization


tractionauxiliary,trction

brakeauxiliary,brakevehicle EE

EEξ

+

−=

edmbr_requir

recoveredNetz E

Eξ =

dFS_supplierecovered

recoveredsys EE

Eξ+

=


1.  Network analysis at actual state for different operational scenarios (timetable)

2.  evaluation of network optimization changes, e.g. –  change of network structure and/or nominal voltage –  change of feeding station no load voltage –  integration of energy storage –  comparison of different changes

3.  analyse implication of the changes –  efficiency of the changes (investment " savings) –  line voltage, rail-earth potential, short circuit currents, … –  n-1 operation –  actual equipment load compared to load capability

energy efficiency increase by network optimization




agenda



new rollingstock during test drives low voltage conditions noticed week point analysis and network optimization of 300 km tram and 220 km trolley bus system

project example #1


VBZ: Be 5/6 „Cobra-Tram“ bi-articulated trolley bus


application of new rollingstock – results minimum line voltage at vehicle

project example #1


STR

Vt [

5.80

4]

HE

GA

[5.3

98]

IHA

G [5

.017

]

FRIE

[4.6

81]

FRIB

[4.3

04]

HO

EF

[3.7

48]

GO

LPt [

3.46

9]

ZWIN

[3.1

75]

KA

LKt [

2.76

2]

KE

RN

[2.4

93]

HE

LVt [

2.31

1]

MIL

A [1

.913

]

RO

EN

[1.5

81]

LIM

Mt [

1.28

8]

Heu

ri-F

ries

en

Heu

ri-H

öfliw

e

Bad

en-K

alkb

reB

aden

-Lan

gstr

Alb

is-S

chw

eig

Lett

e-Li

mm

atp

0

100

200

300

400

500

600

700

800

900

1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6

Weg [km]

Spa

nnun

g [V

]

Trenner Toleranz U (EN 50163) U_nenn U_min_abs U_min_Tfz

lis.ng measures new feeding loca.ons shiGing of sec.on isolators new feeder and return feeder amended feeding concept protec.on seHng of sec.on circuit breaker


amendment of no load feeding voltage influence of line voltage level to total energy consumption

project example #2


sub network snipped S-Bahn Berlin

class 481


amendment of no load feeding voltage-results

project example #2


increasing total energy with decreasing U0, FS provided energy decreases! there is a op.mum reflec.ng energy consump.on and all relevant boundary condi.ons energy saving (849 V): 360-‐445 kWh / h ~7 % provided energy

8385

,74

6005

,29

2380

,45

2249

,68

8429

,72

5907

,49

2522

,23

2393

,28

8460

,93

5837

,44

2623

,49

2496

,14

8476

,76

5786

,83

2689

,93

2564

,31

0,00

1000,00

2000,00

3000,00

4000,00

5000,00

6000,00

7000,00

8000,00

9000,00

Energie

Variante 891 V Variante 869 V Variante 849 V Variante 829 V

Energiebilanz

gesamter Energieverbrauch abgegebene Energie aller Unterwerke genutzte Bremsenergie (inkl. Tfz-HB) ins Netz zurückgespeiste Bremsenergie

kWh

energy balance

energy

total energy consumed provided energy by feeding sta.ons (FS) used braking energy, inclusive vehicle auxiliary power recovered energy from vehicle to network


integration of mobile energy storages – results 30 % energy savings!?

project example #3


evalua.on of poten.al savings 14 % energy saving referring to poten.al recoverable mechanical power 2-‐5 % energy saving referring to total energy consump.on of vehicle 50-‐120kWh per trip ! type and dimensioning of energy storage

-‐18000

-‐16000

-‐14000

-‐12000

-‐10000

-‐8000

-‐6000

-‐4000

-‐2000

00 20 40 60 80 100 120

power

velocity

Example of power traces

power limit of traction motor

potential recoverable mechanical power

total mechanical braking power

mechanical braking power which will be transferred into electrical power for recuperation or auxiliarieskW

kph



agenda



•  energy cost is and will be an important cost factor ! efficiency is important

•  energy savings are possible at different subsystems ! holistic approach including all relevant subsystems

•  impact of parameter changes easily checked in verified simulation software ! OpenTrack and OpenPowerNet as the basis of infrastructure investment decisions

•  there are a lot of cheap measures to increase the energy efficiency

•  it is worthwhile to have a closer look

conclusion



contact


Contact: IFB – Ins.tut für Bahntechnik GmbH Dipl.-‐Ing. (FH) Mar.n Jacob Wiener Straße 114-‐116 01219 Dresden Tel.: +49 (0)351 877 59 42 Fax: +49 (0)351 877 59 90 E-‐Mail: [email protected] Internet: www.bahntechnik.de, www.openpowernet.de

www.bahntechnik.de Martin Jacob penPowerNet.de 2015-06-12 energy efficiency increase 26

www.bahntechnik.de Martin Jacob penPowerNet.de 2015-06-12 energy efficiency increase 27

railway simulation - energy efficiency increase of electrical ......load flow of electrical railway...

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