The modern railway system is a massive grid connected complex system with distributed active loads (trains), sources (particularly distributed renewable sources), and storage (wayside or on-board storage systems). Its energy management therefore requires the concepts and techniques used for managing energy in the smart grid (SG). Accordingly, the new railway energy management system (REM-S) is developed to integrate on-board, wayside, and coordination services. REM-S is driven by the idea that regeneration, loads, storage, and volatile distributed energy resources should be coordinated dynamically to achieve optimal energy usage. This paper presents the proposed REM-S architecture, which is based on a hybrid centralized-decentralized concept and developed according to SG architecture model framework.Index Terms-Automation architecture, energy management, railway system, smart grid (SG).
This paper explains the main results obtained from the research carried out in the work package 2 (WP2) of the Roll2Rail (R2R) project. This project aims to develop key technologies and to remove already identified blocking points for radical innovation in the field of railway vehicles, to increase their operational reliability and to reduce life-cycle costs. This project started in May 2015 and has been funded by the Horizon 2020 program of the European Commission. The goal for WP2 is to research on both technologies and architectures to develop a new wireless Train Communication Network (TCN) within IEC61375 standard series. This TCN is today entirely wired and is used for Train Control and Monitoring System (TCMS) functions (some of them safetyrelated), operator-oriented services and customer-oriented services. This paradigm shift from wired to wireless means a removal of wirings implies, among other benefits, a significant reduction of life cycle costs due to the removal of cables, and the simplification of the train coupling procedure, among others. IntroductionRailways are evolving very rapidly to meet the increasing demands of its users. Rolling stock is a cornerstone in this development, but there are some blocking points that need to be addressed. This is the main purpose of the EU-funded Roll2Rail (R2R) Project. Work package 2 (WP2) is focused on communication issues (which is one of the most challenging fields in railways [1]), and its final objective is to specify the requirements (and validate in a laboratory) for a wireless train communication network (TCN), at least with the same performance as the wired one. This wireless TCN would be very helpful to design, manufacture, operate and maintain trains from LCC (Life-Cycle Costs) point of view and able to avoid a significant number of failures due to broken connectors and cables. The partners in this WP were fourteen of the most relevant railway companies (see Table I), working as a single one.The first task to meet this goal is to clarify the state-of-theart of both radio technologies and related initiatives [2]. This review considered radio technologies and services, not only in railways, but also in the aeronautic, industry and automotive fields. Some of them have proven to be very useful in certain aspects (like GSM-R for train-to-ground communications), but they are unlikely to meet the requirements in other aspects. 3GPP LTE [3] and the IEEE 802.11 standards (commonly known as WiFi) [4] completed with deterministic communication features are two of the technologies that were identified as potential choices for the R2R project. Cognitive radio [5] is also a suitable approach that can help to achieve some of the objectives.The structure of the paper is the following one: in section II the general requirements that a Wireless TCMS needs to meet are depicted; in section III it is provided a model for each one of the radio channels of the project; in section IV, the security and reliability, availability, maintainability, and safety (RAMS) issues are...
Today’s railway network capacity is limited by constraints imposed by traditional train protection systems. A way to overcome those limitations, maximize the railway network performance and also increase the operational flexibility is presented by the Virtually Coupled Train Set (VCTS) concept. This paper evaluates the technical feasibility of this approach, that was developed and is further evaluated in the framework of the Shift2Rail (S2R) project X2Rail-3. The main functionality of virtually coupled train sets is achieved by replacing the mechanical coupler between two railway vehicles by an electronic (virtual) coupling link. This operational change requires a permanent vehicle-to-vehicle communication and precise distance measurement, while enabling much faster coupling and decoupling procedures, increased interoperability and the operation of trains with a headway below absolute braking distance. To evaluate the technical feasibility of the VCTS concept, a series of technical and operational subsystem have been identified and analyzed. Interviews with experts from a variety of VCTS linked topics have been conducted, to evaluate the state of the art and new developments for those subsystems. Subsequently, the capabilities of the subsystems have been compared with the requirements of the VCTS system. In addition, different mitigations to overcome possible obstacles have been identified and evaluated. As the result, the most critical technical aspects for the implementation and success of VCTS have been identified as the requirement of controllable, fast and accurate responding braking systems, the availability of suitable communication technologies and frequency bands, the need for highly-accurate measurement of distance, speed and acceleration and the fast detection and monitoring of train integrity. Considering those results, a qualitative roadmap for the future VCTS development and introduction strategy is derived.
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