Simulation software for railway power supply systems - …2. load flow of electrical railway power...

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


3


motivation


4

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 traction power substation bulk station vehicle

Where is the billing?


1. motivation




5. project example

6. conclusion

agenda


5


Where does the power demand come from?

load flow of electrical railway power supply systems


6

rolling resistance + distance resistance acceleration resistance tractive effort





7

aux

=

3~

1~

=

=

1~ =

RBrake

FZ

traction component efficiency auxiliary power eddy current break energy storage (DC)





8

time and position dependent consumers network structure and voltage level controls the load flow railway power supply system has impact on energy demand power generation

power distribution

driving dynamic

operation traction auxiliary



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



9


1. motivation




5. project example

6. conclusion

agenda


10


co-simulation tool for holistic system analysis


11

Propulsion Technology

Railway Operation Simulation

“Co-Simulation”

Power Supply System

Interaction

Load Flow Simulation




12

model verification, measurement and simulation at Zurich Public Transport

volt

age

[V]

curr

ent

[A]

time [s]


Queensland Rail Proof of Concept – comparing energy demand



13


1. motivation




5. project example

6. conclusion

agenda


14


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


15

tractionauxiliary,trction

brakeauxiliary,brake

vehicleEE

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


16


1. motivation




5. project example

6. conclusion

agenda


17


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


18

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


application of new rollingstock – results

minimum line voltage at vehicle

project example #1


19

ST

RV

t [5

.804]

HE

GA

[5.3

98]

IHA

G [

5.0

17]

FR

IE [

4.6

81]

FR

IB [

4.3

04]

HO

EF

[3.7

48]

GO

LP

t [3

.469]

ZW

IN [

3.1

75]

KA

LK

t [2

.762]

KE

RN

[2.4

93]

HE

LV

t [2

.311]

MIL

A [

1.9

13]

RO

EN

[1.5

81]

LIM

Mt

[1.2

88]

Heu

ri-F

riesen

Heu

ri-H

öfl

iwe

Bad

en

-Kalk

bre

Bad

en

-Lan

gstr

Alb

is-S

ch

weig

Lett

e-L

imm

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]

Sp

an

nu

ng

[V

]

Trenner Toleranz U (EN 50163) U_nenn U_min_abs U_min_Tfz

listing measures new feeding locations shifting of section isolators new feeder and return feeder amended feeding concept protection setting of section circuit breaker


amendment of no load feeding voltage

influence of line voltage level to total energy consumption

project example #2


20

sub network snipped S-Bahn Berlin

class 481


amendment of no load feeding voltage-results

project example #2


21

increasing total energy with decreasing U0, FS provided energy decreases! there is a optimum reflecting energy consumption and all relevant boundary conditions energy saving (849 V): 360-445 kWh / h ~7 % provided energy

8385,7

4

6005,2

9

2380,4

5

2249,6

8

8429,7

2

5907,4

9

2522,2

3

2393,2

8

8460,9

3

5837,4

4

2623,4

9

2496,1

4

8476,7

6

5786,8

3

2689,9

3

2564,3

1

0,00

1000,00

2000,00

3000,00

4000,00

5000,00

6000,00

7000,00

8000,00

9000,00

En

erg

ie

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

ener

gy

total energy consumed provided energy by feeding stations (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


22

evaluation of potential savings 14 % energy saving referring to potential recoverable mechanical power 2-5 % energy saving referring to total energy consumption of vehicle 50-120kWh per trip type and dimensioning of energy storage

-18000

-16000

-14000

-12000

-10000

-8000

-6000

-4000

-2000

0

0 20 40 60 80 100 120

po

we

r

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


1. motivation




5. project example

6. conclusion

agenda


23


• 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


24


contact


25

Contact:

IFB – Institut für Bahntechnik GmbH

Dipl.-Ing. (FH) Martin 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

Simulation software for railway power supply systems - …2. load flow of electrical railway power...

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