This paper presents an analysis on using an on-board energy storage device (ESD) for enhancing braking energy re-use in electrified railway transportation. A simulation model was developed in the programming language C++ to help with the sizing of the ESD. The simulation model based on the mathematical description has been proposed for a train equipped with on-board ESD for analysis of effectiveness of its application. A case study was carried out for a metro line taking into consideration train characteristics, track alignment, line velocity limits and a running time table. This case study was used to assess the energy savings and perform a cost-benefit analysis for different sizes of the on-board ESD by applying the proposed approach. It was shown that when additional environmental benefits (reduction of CO2 emissions) are considered, this may significantly improve effectiveness of the investments due to CO2 European Emission allowances.

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Abstract. Electric traction vehicles cooperating with a 3kV DC traction system and equipped with drive systems based on voltage source inverters are the most significant sources of disturbances for a railway signalling system. Every traction vehicle to be authorised for operation on railway lines must fulfil the limits imposed on current harmonics magnitudes and those provided by railway operators. The solution introduced for prototypes of most modern traction drives is to replace the two-level inverters with three-level topology. Therefore, it is essential to establish the influence of the new solution on the railway signalling system. This paper presents a comparative analysis between simulation results delivered for two and three-level traction drive system regarding generation of disturbing current harmonics. Two types of VSI modulation techniques were taken under consideration: sinusoidal PWM (SPWM) and a new one, proposed by the authors, based on selective harmonic elimination (SHE). Furthermore, the authors presented application of one of the SHE based optimization techniques for shaping the EMU's (electric multiple unit) DC side input current harmonics spectrum in order to meet the required limits. The described technique is based on off-line generation of a set of solutions for each of the VSI operating points and selection of the best solution for the assumed criteria. The applied simulation models and the concept of SHE control were verified in a laboratory by means of a low-power drive stand. Using the three-level inverter in traction drives system results in less current harmonics than using two-level topology without modification of the modulation technique. Thus, it does not guarantee fulfilling all limits assumed in this paper. The proposed modulation technique allows for fulfilling the limits, and the technical implementation of the proposed technique in a traction drive system will be considered in future studies. fore, it generates less current and torque harmonics, resulting in lesser power losses and increased life-time of the drive. Another problem is developing a control strategy to make this type of inverters suitable for operation in traction and industrial environment. The application of a direct torque control (DTC) strategy for this purpose was presented in [6].The preferred topology of the three-level inverter for traction application seems to be the neutral point clamped NPC topology (Fig. 3b). This solution requires an additional modification of modulation to eliminate the neutral point voltage fluctuations [5,7,8].

Implementing high-speed trains on Polish railway lines requires a new approach to the issue of power and energy supply via a 3 kV DC power system. Due to the control systems used, modern rolling stock equipped with asynchronous drive allows maintaining a set speed, as far as a locomotive’s power and voltage in a catenary allow it. Characteristics of traction vehicles with asynchronous drives enables run at voltage lower than the rated voltage, however, it entails decrease of consumed power (required for locomotives with power above 2 MW) and loss of motion dynamics. Modernisation of a railway power supply system conducted in Poland since the mid-1990s of the 20th century has intensified in the past couple of years (so-called MUZ-I program) due to the purchase of Pendolino trains, and it primarily include the main lines. A number of modernisation investments (lines E65, E20, E30) are implemented with co-financing from the EU funds. Due to the predicted trains’ speed (200 km/h and above), in order to fulfil the requirements specified in TSI, a power supply system on these lines should ensure achieving high parameters, that is supply of trains with current up to 3.2 kA, while the so-called mean useful voltage should not be lower than 2.8 kV. The article presents solutions introduced on Polish railway and aiming at adjusting the power supply used to the TSI requirements. The range of conducted modernisation works allows for conclusion that the process is in fact a re-electrification of railway power supply systems.

In this paper, an application of the recently developed Grasshopper Optimization Algorithm (GOA) for calculation of switching angles for Selective Harmonic Elimination (SHE) PWM in low-frequency voltage source inverter is proposed. The algorithm is based on insect behavior in the food foraging swarm of grasshoppers. The characteristic feature of GOA is the movement of agents is based on the position of all agents in the swarm. This method represents a higher probability of convergence than Particle Swarm Optimization (PSO) Modifications of GOA have been examined regarding their effect on the algorithm’s convergence. The proposed modifications were based on the following techniques: Grey Wolf Optimizer (GWO), Natural Selection (NS), Adaptive Grasshopper Optimization Algorithm (AGOA), and Opposite Based Learning (OBL). The performance of GOA and its modifications were compared with well-known PSO. Areas, where GOA is superior to PSO in terms of probability of convergence, have been shown. The efficiency of the GOA algorithm applied for solving the SHE problem was confirmed by measurements in the laboratory.

The regenerative braking of railway vehicles is widely used in DC railway systems all over the world. This mode of operation provides an opportunity to reuse part of the energy consumed by vehicles, and makes the railway system more energy efficient. During regenerative braking, not only energy management is an issue, but also Electromagnetic Compatibility EMC issues, such as interference of generated current harmonics with a railway signaling system. In this paper, the selective harmonic elimination modulation technique (SHE-PWM) was introduced to the traction drive with a three-level inverter to reduce specific catenary current harmonics generated during regenerative braking. The simulation model of a traction drive appropriate for harmonics analysis was proposed and verified by the measurements in the low-power laboratory drive system. The model was re-scaled to the 3 kV DC system for further study. The model of an induction motor with electromotive force and the method of its calculation was proposed. Furthermore, an analysis of the braking chopper operation was carried out. The asymmetric control of braking chopper was proposed to reduce the current harmonics below limits during chopper operation.

This paper investigates the benefits of using the on-board energy storage devices (OESD) and wayside energy storage devices (WESD) in light rail transportation (metro and tram) systems. The analysed benefits are the use of OESD and WESD as a source of supply in an emergency metro scenario to safely evacuate the passengers blocked in a metro train between stations; the use of OESD for catenary free sections, the benefits of using the WESD as an energy source for electrical car charging points and tram traction power supply; the benefits of using a central communication system between trams, cars, WESD and electrical car charging points. The authors investigated the use of: OESD with batteries for a catenary free section for different scenarios (full route or a catenary free section between two stations); the charge of OESD between stations (in parallel with tram motoring) to decrease the charging dwell time at stations and to help in achieving the operational timetable; the thermal effect of the additional load on the overhead contact system (OCS) when the tram is charging between stations; the sizing of OESD and WESD for emergency feeding in a metro system. The authors investigated the use of the WESD as a source of energy for the electrical car charging points to reduce the car pollution and carbon emissions. Presented in the paper is the enhanced multi train simulator with WESD prepared for the analyses conducted. The paper describes the DC electrical solver and WESD control method. A validation of the software has been conducted in regard to the substation voltage, WESD energy balance and WESD control.