IEEE Electrification Magazine - September 2016 - 39
Time (s)
(d)
450
300
350
400
150
200
250
Time (s)
(e)
AB
300
350
400
0
150
200
250
150
200
250
0
0
500
0
50
100
AB
450
-100
0
100
Power (kW)
Energy Stored Power Delivery
by the ACR 2
Energy (Wh)
Energy Stored Power Delivery
by the ACR 1
100
Time (s)
(c)
450
-100
500
AB
Time (s)
(b)
0
50
100
450
300
350
400
Energy (Wh)
AB
150
200
250
0
50
100
Power (MW)
Powers at Train 2
450
AB
800
600
400
200
0
-200
-400
0
50
100
600
Time (s)
(a)
800
600
400
200
0
-200
-400
Power (MW)
700
300
350
400
450
300
350
400
150
200
250
AB
800
300
350
400
600
Powers at Train 1
Catenary Voltage at Train 2
150
200
250
700
900
0
50
100
Voltage (V)
800
0
50
100
Voltage (V)
Catenary Voltage at Train 1
900
Time (s)
(f)
Figure 11. Trains powers and voltages. In (a)-(d), the colors red and blue represent the nonstorage and on-board storage scenarios, respectively. In (c) and (d), the color black represents the power consumed (positive) or generated (negative) by the train traction equipment when it is,
respectively, working in traction mode or in regenerative braking mode. The red line represents the power demanded from the catenary (positive)
or injected in the catenary (negative) in traction or braking modes, respectively, in the first scenario (all trains have regenerative braking equipment but without on-board accumulation). On the other hand, the blue line corresponds to the catenary power exchange in the second scenario,
where the trains have on-board accumulation system. In (e) and (f), the energy stored in the accumulation system is depicted in blue while the
accumulation system power is depicted in black.
the trains and the electrical network depend also on
the catenary voltage. For this purpose, the RailNeos
multitrain traction network simulator was used, which
is also a CAF proprietary software developed by the
LEMUR research group at the University of Oviedo.
Both packages have been tested and validated with
real measurements.
Figure 11 represents the behavior of trains 1 [Figure 11(a), (c), and (e)] and 2 [Figure 11(b), (d), and (f )]. Figure 11(a) and (b) represent the catenary voltage at the
pantograph. In Figure 11(c) and (d), the train power is
depicted. Positive power represents train consumption,
and negative power is regenerated power. Finally, Figure 11(e) and (f) provide the energy stored in the accumulation system and the power exchanged with the
accumulation system (positive when the accumulator is
in discharging mode and negative in charging mode).
Figure 11(e) and (f ) have a double scale; on the left
y-axis, the energy scale is represented (from −500 Wh to
500 Wh) and, on the right y-axis, the power scale (from
−100 kW to 100 kW). The simulation started with all the
accumulators discharged (the worst scenario).
Figure 12 represents the two substations' behavior for
substation 1 [Figure 12(a) and (c)] and for substation 2 [Figure 12(b) and (d)]. In Figure 12(a) and (b), the pantograph
voltage is depicted. The powers provided by the substations
are represented in Figure 12(c) and (d). In this particular
case, the substations are nonreversible diode-based substations, so the power is always positive (it flows from the ac
distribution network to the dc traction system). In Figure 13,
the accumulated energy demanded from both substations
during the interval of study is depicted.
As a general comment, the power demanded by the
traction equipment is exactly the same as the power
demanded by the catenary system when the trains are
in traction mode in the scenario 1 [positive part of the
black and red curves in Figure 11(c) and (d)]. Obviously,
this does not happen in the negative part of the curves.
In some cases, the regenerated power is higher (in
absolute value) than the power exchanged with the catenary. In the first scenario, without on-board accumulation, the difference is burned in the rheostatic system.
In the second scenario, when the trains are equipped
with the accumulation system, the absolute value of
the blue line is always lower than the black line. This
means that in traction mode some peak power is provided by the accumulation system and part of the
regenerated power is also used for charging the accumulator in braking mode. The correlation between the
on-board accumulator power [black curves in Figure 11(e) and (f)] and the difference between the traction equipment power and the catenary power in the
second scenario [black and blue curves of Figure 11(c)
and (d)] is clear. The relationship between the power
IEEE Elec trific ation Magazine / S EP T EM BE R 2 0 1 6
39
Table of Contents for the Digital Edition of IEEE Electrification Magazine - September 2016
IEEE Electrification Magazine - September 2016 - Cover1
IEEE Electrification Magazine - September 2016 - Cover2
IEEE Electrification Magazine - September 2016 - 1
IEEE Electrification Magazine - September 2016 - 2
IEEE Electrification Magazine - September 2016 - 3
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IEEE Electrification Magazine - September 2016 - 21
IEEE Electrification Magazine - September 2016 - 22
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IEEE Electrification Magazine - September 2016 - Cover3
IEEE Electrification Magazine - September 2016 - Cover4
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