IEEE Electrification Magazine - September 2016 - 35

A
U
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A
C
R T
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A

(a)

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A X
T

T
A R
C A
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(b)

A
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C
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T T
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A

A
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T R
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(c)

(d)

C
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R A
A C
R

C
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T E
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A A
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R

T
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A A
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(e)

R
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E

(f)

Traction

(g)

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R
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(h)

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(i)

(j)

Breaking

TRA

The traction converter power. (It is consumed by the train when it is in the left side and generated in the right side.)

CAT

The catenary power. (It is injected in the catenary when it is in the left side and demanded from the catenary in the right side.)

RHE

The rheostatic power. (It is always burned power in the right side, and it only appears in the braking mode.)

ACR

The accumulation system power. (The accumulation system is discharging in the left side and charging in the right side.)

AUX

The auxiliary equipment power. (It is always demanded power, and it always appears in the right side.)

The mode is only available when the train is connected to the catenary.

The mode is also available in catenary free paths.

Figure 5. Train working modes in wired zone.

xx
Mode (d). The auxiliary equipment absorbs part of the

xx
Mode (g). In this situation, the entire energy surplus

regenerated power; the rest is used for charging the
accumulation system. As it happened in the traction
model, the maximum power that can be injected in
the accumulation system in a given instant depends
on its level of charge. It will be zero when the accumulation is full charged, and it will be increasing for
lower levels of charge until it reaches its rated power.
This mode can be used in catenary-free or conventional mode.
xx
Mode (e). In this mode, the maximum accumulation
system charging power and the auxiliary equipment
consumption is not enough for absorbing all the
power regenerated by the traction equipment, and the
voltage in the catenary is below the maximum permanent voltage, so all the power surplus can be injected
in the catenary.
xx
Mode (f ). This case is similar to case (e), where the
sum of the accumulation system with available charging power and the auxiliary equipment is lower than
the regenerated power, but all of the power surplus
cannot be injected in the catenary because the voltage
is higher than the maximum permanent voltage. In
this case, the train squeeze control derives part of the
power to the rheostatic system to keep the catenary
voltage within the limits.

is burned in the rheostatic system. It can be due to
two different scenarios. The first one corresponds to
a train connected to the feeding system with a toohigh catenary voltage, so all the power surplus is
burned, and no power is injected in the catenary.
The second scenario corresponds to a train working
in a catenary-free mode when the regenerated
power is higher than the power that the accumulation system can absorb.
xx
Mode (h). In this case, the accumulator is full and the
catenary voltage is below the maximum permanent
value, so all the energy surplus is injected in the catenary. This situation could also correspond to the conventional regenerative braking mode when the train
does not have on-board accumulation devices.
xx
Mode (i). In this case, again, the accumulator is full and
the voltage is between the maximum permanent voltage and the maximum nonpermanent voltage. Part of
the regenerated power is injected in the catenary and
the rest is burned in the rheostatic system. The same
behavior could be observed with conventional regenerative trains without accumulation devices.
xx
Mode ( j). In this last combination, as the accumulator
is full and the voltage in the catenary is too high, the
entire power surplus is burned in the rheostatic

IEEE Elec trific ation Magazine / S EP T EM BE R 2 0 1 6

Table of Contents for the Digital Edition of IEEE Electrification Magazine - September 2016