Stephan 080915 OpenPowerNet Engl

Stephan_080915_OpenPowerNet_engl.ppt (Figure 1)

– Simulation of Railway Power Supply COMPRAIL 2008

Simulation of Railway Power Supply Systems

AC Railway DC Railway / Trolleybus



Simulation of Railway Power Supply Systems

AC Railway DC Railway / Trolleybus

Prof. Dr.-Ing. Arnd Stephan



Simulation of Railway Power Supply Systems – why?




The electrical load flows and the energy consumption within railway power supply networks depend on the running trains and the power supply system characteristics.





• The voltage situation as well as the network structure influence the electrical load flows (… current levels and directions).






• There are energy consumers with time- and location-dependent power demands (… picking up and recovering energy).







• Thus the power supply system influences the energy consumption.








Simulation of these dynamic processes enables:









• Energy consumption analysis and prognosis









• Energy consumption analysis and prognosis• Design and rating verification of the electrical installations



The network voltage situation affects the electrical load flows and may have retroaction to the propulsion characteristics of the trains:

Special Requirements





• currents and power losses increase with decreasing voltage,






• under low voltage conditions current or power limitations of the train propulsion control are activated ⇒ … impact on driving dynamics,






• under low voltage conditions current or power limitations of the train propulsion control are activated ⇒ … impact on driving dynamics,

• the network voltage influences the braking energy recovering decisively (energy absorption capability).



Energy consumption simulation for electrical railway systems requires detailed information concerning

Initial Situation




Initial Situation

• each train’s driving state and its required traction power,




Initial Situation


• the train’s positions within the network,




Initial Situation



• the layout and the capability of the power supply system.




Initial Situation




All these information are needed exactly at the same time .




Initial Situation





In the past a number of compromises were made




Initial Situation






• either concerning the complexity of the railway operation simulation ,




Initial Situation






• either concerning the complexity of the railway operation simulation ,

• or regarding the modelling depth of the propulsion technology and the electrical network .



Separation of Simulation Tasks

• Line routing and alignment• Track layout• Signalling system• Train data• Timetable• Connecting conditions• Operating rules

Railway Operation Load Flow and Energy

• Train propulsion data• Power grid parameter• Substations arrangement• Switch states• Feeder lines and cables• Catenary system• Earthing system



















Plug-in







Plug-in







Plug-in



Source: ETHZ



Source: IFB



Railway Operation Simulation




Propulsion Technology




Propulsion Technology Power Supply System









ATMAdvanced

Train Module





ATMAdvanced

Train Module

PSCPower Supply

Calculation





ATMAdvanced

Train Module

PSCPower Supply

CalculationInteraction





ATMAdvanced

Train Module

PSCPower Supply


ATMAdvanced

Train Module

PSCPower Supply






ATMAdvanced

Train Module

PSCPower Supply


ATMAdvanced

Train Module

PSCPower Supply


“Co-Simulation”



Simulation Sequence per Time Step

OpenTrack

PSC ATM




OpenTrack

PSC ATM

Train Position,Requested

Effort

OpenTrack

PSC




OpenTrack

PSC ATM


Effort

OpenTrack

PSC

Line Voltage, Requested Effort

Train Current

PSC ATM




OpenTrack

PSC ATM


Effort

OpenTrack

PSC


Train Current

PSC ATM

AchievedEffort

OpenTrack

ATM




OpenTrack

PSC ATM


Effort

OpenTrack

PSC


Train Current

PSC ATM

AchievedEffort

OpenTrack

ATM



PSC ATM



PSC ATM

AP Server



PSC ATM

AP Servernetwork

data basepropulsion data base



PSC ATM

AP Servernetwork


train_ID, engine_ID,line_ID, track_ID,train location, time,requested force,speed

1



PSC ATM

AP Servernetwork



1

line_ID, track_ID,train location, time, train current

2



PSC ATM

AP Servernetwork



1


2

train voltage, nominal voltage,nominal frequency

3



PSC ATM

AP Servernetwork



1


2


3train_ID,engine_ID, requested force,speed,

train voltage,nominal voltage,nominal frequency

4



PSC ATM

AP Servernetwork



1


2




4

achieved force,train current

5



PSC ATM

AP Servernetwork



1


2




4


5

achieved force

6



PSC ATM

AP Servernetwork



1


2




4


5

achieved force

6SOAP interface



Modelling levels available for propulsion simulatio n




a) constant efficiency factors for propulsion equipmen t





b) driving state related efficiency factors






c) load depending efficiency factors of components







d) detailed engine models of components








+ auxiliary power and eddy current break








+ auxiliary power and eddy current break

+ additionally: limiting values of propulsion control (e.g. voltage related current limitation)



Pel

Pmech

Propulsion Structure



Wirkungsgradverläufe ICE 3 für maximale ZugkraftHerstellerangabe für Betrieb bei 15 kV 16,7 Hz

0,5

0,6

0,7

0,8

0,9

1

0 20 40 60 80 100 120 140 160 180 200

Motorfrequenz

Wirk

ungs

grad

Transformator

4-QS

Pulswechselrichter

Asynchron-Fahrmotor

Radsatzgetriebe

Gesamt

Hz

Efficiency Characteristics of ICE3 train1 AC 15 kV 16,7 Hz



1σL 2'σL1R sR 2'

HL1u

2'i1i

1 2'+i i

ΨH

1Ψ 2'Ψ

= +e le k t m e c h L ä u fe r v e r lu s teM M M

232 22 ' '

2 2

⋅= =

π πR o to r v e r lu s te

L ä u fe r v e r lu s te

i RPM

n n

Propulsion Component Modelling (example for traction motor)



23000

23500

24000

24500

25000

25500

26000

26500

27000

00:0

0

00:3

0

01:0

0

01:3

0

02:0

0

02:3

0

03:0

0

03:3

0

04:0

0

04:3

0

05:0

0

05:3

0

06:0

0

06:3

0

07:0

0

07:3

0

08:0

0

08:3

0

09:0

0

Zeit in Minuten

Spa

nnun

g in

Vol

t

-500,00

-400,00

-300,00

-200,00

-100,00

0,00

100,00

200,00

300,00

400,00

500,00

Str

om in

Am

pere

Spannung in Volt Strom in Ampere

Propulsion Model VerificationTrain Current and Pantograph Voltage

time h:min

volta

ge

curr

ent

AV

Train Current and Pantograph Voltage



Fahrschaubild und Leistungsverlauf ICE1Betriebsfahrt Hannover - Göttingen, Meßwerte am führenden Triebkopf,

Simulation IFB: Standardparameter und Wirkungsgradmodell ICE1/2

0

20

40

60

80

100

120

140

160

180

200

220

240

260

0 10 20 30 40 50 60 70 80 90 100

Weg

v

-4

-2

0

2

4

6

8

PS

tr

v Meßfahrt

v Simulation

P Meßfahrt

P Simulation

km/h

MW

km

Fehlertoleranzen: Fahrschaubild < 1 %

Energie ab Stromabnehmer < 2 %

Quelle: IFB

Train Speed and Power CharacteristicsMeasurement and Simulation Results

ICE1 Hannover – Göttingen



Requirements to the electrical network model




- Simulation of all common AC- and DC-railway power su pply systems





- Representation of the entire electrical network st ructure






- Unrestricted choice of conductor configuration alon g the line







- Precise consideration of electromagnetic coupling e ffects of overhead line conductors for a.c.-systems








- Change of switching status within the power supply network









- Retroaction to the railway operation simulation (Op enTrack)










- Iterative communication with the propulsion simulat ion (ATM)











- Configurable data output











- Configurable data output

- Interfaces for post-processing



Power Supply Network Structure (DC 0.6 … 3.0 kV)

Power Grid Connection3 AC 10 / 20 / 30 kV

OCS

Rails

train NOT in section train in section

Substation

GO1

GR1

GO3

GR2

GO4

GR3

GO5

GR4

sw

sw

SS1

sw

sw

SS2

sw

sw

SS3

sw

sw

SS4

Earth

G’RE G’RE G’RE G’RE G’RE G’RE G’RE

sw sw sw sw

GO2

single-end double-end double-end

0.6 kV



Power Grid Connection1 AC 110 kV 16,7 Hz

Power Supply Network Structure (1 AC 15 kV 16,7 Hz)

OCS

Rails

Substation

YO1

YR1

YO2

YR2

YO3

YR3

sw

sw

SS1

sw

sw

SS2

Earth

Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE

sw swsw

CS

sw

15 kV



Power Supply Network Structure (2 AC 25 kV ~ 50 / 6 0 Hz)

OCS

Rails

Negative Feeder

train NOT in section train in section

AutotransformerSubstation

YO1

YR1

YN1

Autotransformer Autotransformer

YO2

YR2

YN2

YO3

YR3

YN3

YO4

YR4

sw

sw

sw

SS

sw

sw

sw

AT1

sw

sw

sw

AT2

sw

sw

sw

AT3

Power Grid Connection3 AC 110 / 220 kV

Earth

Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE

25 kV

-25 kV



Modelling of infrastructure

Catenary arrangement and switch status



Modelling of the Railway Power Supply System




- Electrical network structure (feeding sections, fee ding points, switching status) in congruence to the track topolo gy





- Electrical characteristics of the feeding power gri d






- Electrical characteristics of the substations







- Electrical characteristics of the conductors (cable s, Catenary wires, tracks, rails)








- Electrical characteristics rail-to-earth









- Modelling of additional power consumers (e.g. point heatings)










- Loading capacity (conductors, converters, transform ers)










- Loading capacity (conductors, converters, transform ers)

- Protection settings



Substation / AT Structure (2 AC 25 kV ~ 50/60 Hz)



Trackside Arrangement of Conductors

Source: DB KoRiL 997



RL RR


hollow coils



RL RR


hollow coils

RF



RL RR


hollow coils

RF



RL RR


hollow coils

RF

max

. 150

0 m

RL RR



RL RR


hollow coils

RF

max

. 150

0 m

RL RR



RL RR


hollow coils

RF

max

. 150

0 m

RL RR

E hollow coils



RL RR


hollow coils

RF

max

. 150

0 m

RL RR

E hollow coils

MW

CW



RL RR


hollow coils

RF

max

. 150

0 m

RL RR

E hollow coils

MW

CW

NF



Catenary Arrangement and Conductor Model
















„Slice“







y

x




y

x

(0; 0)




y

x

(0; 0)

(x1; y1)




y

x

(0; 0)

(x1; y1)

material, diameter




y

x

(0; 0)

(x1; y1)

material, diameter

electro-magneticcoupling effects




y

x

(0; 0)

(x1; y1)

material, diameter

electro-magneticcoupling effects

Slice n



Sequence of Slices



Mathematical Network Model



Electrical network calculation using the advanced method of nodes

nodes

node voltages inductive voltages currents



Electrical network calculation using the advanced method of nodes

nodes

node voltages inductive voltages currents

Voltage drops caused by self- and mutual induction



Verification of the simulation




� Punctual theoretical evaluation





- current sum cero for network slices






- energy picking up and recovering







- correspondence of voltage minimum and maximum / ju mpswith the network structure during constant load tes t








� Comparison of measurement data with the simulation results for predefined load cases









- driving dynamics of the trains









- driving dynamics of the trains

- current-, voltage- and power characteristics



AB07, Messfahrt F8, mit Halt

0

10

20

30

40

50

60

0 20 40 60 80 100 120

Zeit [s]

Ges

chw

idni

gkei

t [km

/h]

v_TFZ_2099 v_Tfz_Simu

Verification: Measurement and Simulation



AB07, Messfahrt F8, mit Halt

0

100

200

300

400

500

600

700

800

900

0 20 40 60 80 100 120

Zeit [s]

Spa

nnun

g [V

]

-500

0

500

1000

1500

2000

2500

3000

3500

4000

Str

om [A

]

Toleranz U (EN 50163) U_nenn U_TFZ_2099 U_Tfz_Simu I_TFZ_2099 I_Tfz_Simu

675 A

673 A

Verification: Measurement and Simulation



High Speed Railway 350 km/h

966 km Double Track 2AC 25 kV 50 Hz



Simulation Example: High Speed Railway 966 km, Track Alignment (Detail)



Simulation Example: High Speed Railway 966 km, OCS Infeed (Detail)



Simulation Example: High Speed Railway 966 km, Timetable Draft (Detail)



Simulation Results: High Speed Railway 2AC 25 kV







Detail










Detail







57,0

49,5

62,462,1

78,5

74,077,176,8

73,973,2 72,271,8 71,671,4

81,0

71,2

85,2

79,681,881,8

91,590,992,992,9 92,592,1

107,8107,8

78,078,0

91,390,5

96,596,5

91,091,0

87,587,5

44,0

37,7

0,0

20,0

40,0

60,0

80,0

100,0

120,0

Ele

ctric

Ene

rgy

[MW

h]

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20Substation No.

TSS Energy Delivery (1 h)WGPDL - Operation Program 2028

Energy total

Energy by TSS




15,1%

0,5%

6,0%

0,3%

0,9%0,5% 0,3%

13,7%

7,0%

0,0%

0,6%

0,0%0,5%

0,0% 0,0%

0,9%

0,0% 0,0% 0,0%

16,6%

0,0%

2,0%

4,0%

6,0%

8,0%

10,0%

12,0%

14,0%

16,0%

18,0%

Ene

rgy

Rec

over

ing

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20Substation No.

Recovery Rates (peak operation)WGPDL - Operation Program 2028




Vehicle Type EngineID Transport WorkTotal

EnergySpecific Energy

Consumed Energy

Recovered Energy

Degree Of Regeneration

Available Braking Energy

Used Braking Energy

[tkm] [kWh] [Wh/ tkm] [kWh] [kWh] [%] [kWh] [kWh]

CRH3 G469-0 26001,806 1754,227 67,466 1755,741 1,513 0,1 1,942 1,596CRH3 G469-1 26001,806 1754,227 67,466 1755,741 1,513 0,1 1,942 1,596CRH3 G371-0 25973,739 1759,052 67,724 1759,052 0,000 0,0 0,000 0,000CRH3 G371-1 25973,739 1759,052 67,724 1759,052 0,000 0,0 0,000 0,000CRH3 G299-0 26002,845 1754,247 67,464 1755,755 1,508 0,1 1,936 1,591CRH3 G299-1 26002,845 1754,247 67,464 1755,755 1,508 0,1 1,936 1,591CRH3 G355-0 25996,262 1756,881 67,582 1758,806 1,926 0,1 3,791 2,009CRH3 G355-1 25996,262 1756,881 67,582 1758,806 1,926 0,1 3,791 2,009CRH3 G509-0 8741,502 588,711 67,347 588,711 0,000 0,0 0,000 0,000CRH3 G509-1 8741,502 588,711 67,347 588,711 0,000 0,0 0,000 0,000CRH3 G600-0 7635,276 533,004 69,808 533,004 0,000 0,0 0,000 0,000CRH3 G600-1 7635,276 533,004 69,808 533,004 0,000 0,0 0,000 0,000CRH3 G520-0 15460,187 1068,943 69,142 1068,943 0,000 0,0 0,000 0,000CRH3 G520-1 15460,187 1068,943 69,142 1068,943 0,000 0,0 0,000 0,000

Vehicle Energy Consumption And Recovery Overview, W uhan - Guangzhou

Ygm 1862-1918




Energy output to catenary at substation [kWh] 72300,187 Losses in contact wire [kWh] 525,588Energy input from catenary at substation [kWh] 1154,082 Losses in messenger wire [kWh] 565,248Total energy at substation [kWh] 71146,105 Losses in negative feeder [kWh] 481,426

Losses in return conductor [kWh] 138,879Vehicles energy consumption [kWh] 78540,848 Losses in left rail [kWh] 13,174Vehicles braking energy used for auxiliaries [kWh] 639,139 Losses in right rail [kWh] 13,196Vehicles braking energy recovered by catenary [kWh] 9230,867 Losses in LEBC [kWh] 31,117Total used vehicles braking energy [kWh] 9870,007 Total losses in conductors [kWh] 1768,629Total vehicles energy [kWh] 69309,980 Losses in connectors [kWh] 1,495

Losses in autotransformers [kWh] 21,896Total energy consumption [kWh] 81016,112 Total losses in catenary system [kWh] 1792,020Energy consumption from national power grid [kWh] 71233,480

Losses in feeders [kWh] 44,072Average efficiency of traction power supply 97,6%

Losses in traction transformers [kWh] 87,375

Energy Consumption And Losses Overview, Wuhan - Gua ngzhou

Cha 1532-1600




Busbar Power, Wuhan-GuangzhouSubstation TSS_1444_Hua, Transformer 1444_Hua_TT-02

-20000

-10000

0

10000

20000

30000

40000

50000

60000

70000

8000012

:00:

01

12:0

5:01

12:1

0:01

12:1

5:01

12:2

0:01

12:2

5:01

12:3

0:01

12:3

5:01

12:4

0:01

12:4

5:01

12:5

0:01

12:5

5:01

Time

App

aren

t Pow

er [k

VA

]A

ctiv

e P

ower

[kW

]

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

Rea

ctiv

e P

ower

[kva

r]

| S| -1444_Hua_TT-02 P-1444_Hua_TT-02 Q-1444_Hua_TT-02




44

94

67

88

70

95

69

93

66

93 94

69

93

82

103

115

93 94

89

83

93 93 93 9492 92

95 94

9092

70

92 91

70

91

69

92

69

73

00

20

40

60

80

100

120

App

aren

t Pow

er [M

VA

]

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Substation No.

Maximum Substation PowerWGPDL - Operation Program 2028

WU dir.

GUA dir.




0

200

400

600

800

1000

1200

Max

. Cur

rent

[A]

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Section No.

Maximum Return Cable CurrentWGPDL - Operation Program 2028

SP WU dir.

ATS WU dir.

ATS GUA dir.

SP GUA dir.




Short Circuit Current, Wuhan-GuangzhouLine Wuh-Gua_2, Track Up, km 1961.2-2015.12

New

Sha

ogua

n [1

987.

638]

TS

S_1

986_

Sha

[198

6.37

]T

SS

_198

6_S

ha [1

986.

79]

SP

_196

1_S

ha [1

961.

41]

AT

S_1

974_

Sha

[197

4.53

9]

AT

S_1

997_

Sha

[199

7.4]

SP

_201

5_S

ha [2

014.

91]

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

1961 1971 1981 1991 2001 2011

Short Circuit Position [km]

Cur

rent

[A]

Isolator AT Infeed short_circuit_current




Maximum Rail-Earth Potential, Wuhan-GuangzhouLine Wuh-Gua_2, Track Up, km 1961.2-2015.12

New

Sha

ogua

n [1

987.

638]

TS

S_1

986_

Sha

[198

6.37

]T

SS

_198

6_S

ha [1

986.

79]

SP

_196

1_S

ha [1

961.

41]

AT

S_1

974_

Sha

[197

4.53

9]

AT

S_1

997_

Sha

[199

7.4]

SP

_201

5_S

ha [2

014.

91]

0

20

40

60

80

100

120

140

160

180

1961 1971 1981 1991 2001 2011

Position [km]

Vol

tage

[V]

Isolator AT Infeed URE_max LR_U_LEBC_Up LR_U_LEBC_Up-2 LR_U_LEBC_Up-3 RR_U_LEBC_Up RR_U_LEBC_Up-2 RR_U_LEBC_Up-3

78 V78 V




ATS

km 1997,4

TSS SHA

km 1986,8

SP

km 2015,1

10,9 MW

10,9 MWOCS

Rails

NF




ATS

km 1997,4

TSS SHA

km 1986,8

SP

km 2015,1

10,9 MW

10,9 MWOCS

Rails

NF

RC

LEBC




ATS

km 1997,4

TSS SHA

km 1986,8

SP

km 2015,1

10,9 MW

10,9 MWOCS

Rails

NF

RC

LEBC

2x CRH 3

1988,000 2014,300

2x CRH 3




ATS

km 1997,4

TSS SHA

km 1986,8

SP

km 2015,1

10,9 MW

10,9 MWOCS

Rails

NF

RC

LEBC

2x CRH 3

1988,000 2014,300

2x CRH 3880 A 880 A




ATS

km 1997,4

TSS SHA

km 1986,8

SP

km 2015,1

10,9 MW

10,9 MWOCS

Rails

NF

RC

LEBC

2x CRH 3

1988,000 2014,300

2x CRH 3880 A 880 A

512 A

303 A

24 A

363 A

136 A

74 A

148 A

163 A

60 A

103A

7 A

13 A

387 A1150 A 280 A 493 A

603 A 603 A 387 A 387 A




ATS

km 1997,4

TSS SHA

km 1986,8

SP

km 2015,1

10,9 MW

10,9 MWOCS

Rails

NF

RC

LEBC

2x CRH 3

1988,000 2014,300

2x CRH 3880 A 880 A

512 A

303 A

24 A

363 A

136 A

74 A

148 A

163 A

60 A

103A

7 A

13 A

387 A1150 A 280 A 493 A

603 A 603 A 387 A 387 A

1987,000EMC 1 / EMC 2

1997,000EMC 3

1998,000EMC 4

880 A2x CRH 3

1988,000

363 A

136 A

74 A

148 A

163 A

60 A

103A

7 A

13 A

1150 A 280 A 493 A

603 A 603 A 387 A




tunnel subgrade



City Light Rail Network300 km TRAM

220 km TrolleybusDC 600 V



Network modelling: Catenary and cable plan detail



Vehicle modellingTRAM und Trolleybus

2 x Mirage Cobra

Tram2000 Tram2000+Pony Tram2000 Sänfte

Mercedes GTB Hess DGTB Hess



Graphical time table

Line A





Minimum voltage: catenary and pantographNormal operation

ST

RV

t [5.

804]

HE

GA

[5.3

98]

IHA

G [5

.017

]

FR

IE [4

.681

]

FR

IB [4

.304

]

HO

EF

[3.7

48]

GO

LPt [

3.46

9]

ZW

IN [3

.175

]

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

riese

n

Heu

ri-H

öfliw

e

Bad

en-K

alkb

reB

aden

-Lan

gstr

Alb

is-S

chw

eig

Lette

-Lim

mat

p

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



Rail-to-earth potential Normal operation

FR

AN

[6.9

15]

WIN

Z [6

.494

]

WA

RT

[6.0

51]

ZW

IE [5

.691

]

ME

IE [5

.374

]

SC

HT

[4.9

98]

AT

RO

[4.6

02]

EG

UT

[4.2

34]

WA

IF [3

.754

]

WIP

K [3

.297

]

EW

YS

[3.0

63]

DA

MM

[2.6

89]

QU

EL

[2.4

16]

LIM

M [2

.092

]LI

MM

p [2

.003

]

MU

FG

[1.7

32]

SIH

L [1

.391

]

Fra

nk-ä

.Lim

ma

Tob

el-m

_Lim

ma

Lette

-i.Li

mm

a

Lette

-Wip

king

Lette

-o.L

imm

a

0

10

20

30

40

50

60

70

80

1 2 3 4 5 6 7

Weg [km]

Spa

nnun

g [V

]



Converter current and bus-bar voltage Normal operation

400

450

500

550

600

650

700

750

0 450 900 1350 1800 2250 2700 3150 3600 4050 4500 4950 5400 5850 6300 6750 7200

Zeit [s]

Spa

nnun

g [V

]

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

Str

om [A

]

U-Sammelschiene I-Sammelschiene



Converter current and bus-bar-voltage Depot gateway 4:50 - 7:05 h

400

450

500

550

600

650

700

750

0 450 900 1350 1800 2250 2700 3150 3600 4050 4500 4950 5400 5850 6300 6750 7200 7650 8100

Zeit [s]

Spa

nnun

g [V

]

0

500

1000

1500

2000

2500

3000

3500

4000

4500

Str

om [A

]

U-Sammelschiene I-Sammelschiene



Load and loading capacity SubstationNormal operation, blackout in neighbouring subst.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

1 10 100 1000 10000

Zeit [s]

Effe

ktiv

stro

m [A

]Sammelschiene

SK i.Limmatst

SK i.Hardturm

SK Rosengarte

SK Hardbrücke

SK ZWest

RK Hardturmst

RK Rosengarte

BK V, 2381 A

BK VI, 2381 A



Load values Substation, Normal operation without blackouts

Station Sektor Imax Ieff Pmax Eab Eauf Everl IEinst IKmin IKmin /IEinst Imax/IEinst

[A] [A] [kW] [kWh] [kWh] [kWh] [kA] [kA]

1 s 7200 s soll > 110% soll < 90%

2 h

SK -o.Rämistraße 1915 588 1221 520 -10 4 3,5 14,0 400% 54,7%SK -Seilergraben 1686 404 1072 264 0 2 3,0 11,7 390% 56,2%SK -Hottingerstraße 1961 475 1252 417 0 3 3,0 10,4 347% 65,4%SK -Klosbachstraße 1665 332 1048 257 0 4 3,5 10,4 297% 47,6%SK -Kreuzbühlstraße 3710 1018 2312 1000 -33 36 4,2 12,7 302% 88,3%SK -Heimplatz 1128 310 720 290 0 1 3,0 34,0 1133% 37,6%SK -u.Rämistraße 40 172 50 111 36 0 0 3,0 23,0 767% 5,7%SK -u.Rämistraße 129 1145 316 738 220 0 1 3,0 38,2%SK -Bellevueplatz 2824 1075 1770 1226 -6 18 3,5 16,6 474% 80,7%SK -Zeltweg TB 912 279 582 153 -28 1 2,5 2,7 108% 36,5%RK -Heimplatz 2 Kabel -1242 513 -749 0 -627 3RK -Kreuzbühlstraße -2164 678 -1324 2 -789 8RK -o.Rämistraße -649 238 -393 0 -281 2RK -Heimplatz -3425 1375 -2065 0 -1683 8RK -Bellevueplatz -1742 657 -1050 0 -804 7RK -Zeltweg TB -912 279 -582 28 -153 1gesamt 8773 3527 5289 4305 0 97

SK: SpeisekabelRK: Rückleiterkabel

Pro

men

ade

SK: Feeder cableRK: Return current cable



Load and loading capacity Catenary wire at feeding pointNormal operation, blackout in neighbouring subst.

0

200

400

600

800

1000

1200

1400

1 10 100 1000 10000

Zeit

Str

omst

ärke

Belastbarkeit Ri107 Abnutzung 0 %

Belastbarkeit Ri107 Abnutzung 20 %

Ieff je VL Abnutzung 0 %

Ieff je FD Abnutzung 20 %

s

A



Energy balance

Case 1 Case 2 Case 3 Case 4

Recovered energy

Delivered energy of all substations



Power losses balance




Recovering balance




Conclusions



Conclusions

- OpenPowerNet is able to simulate all common a.c. and d.c. railwa y power supply systems.



Conclusions


- The accuracy of the electrical simulation was verif ied by field measurements.



Conclusions



- OpenPowerNet works as a co-simulation with the commercial OpenTrack railway operation simulator.



Conclusions




- Simulation service can be provided including or exc luding the operation modelling (… already existing models can be used easily).



Conclusions




- Simulation service can be provided including or exc luding the operation modelling (… already existing models can be used easily).

- OpenPowerNet is intended to bring into the market after a furthe r internal test and documentation phase.



Eine Expertenrunde für das Gesamtsystem Bahn

The Expert Team for the Complete Railway System

IFB Niederlassung Dresden, Wiener Str. 114-116, 01219 Dresden, GermanyPhone: +49 351 87759-0 E-Mail: ifb-dresden@bahnt echnik.de www.bahntechnik.de

Documents

Stephan 080915 OpenPowerNet Engl