Electrical power infrastructure for modern rolling stock with regard to the railway in Poland

Abstract

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.

Multi-criteria method of selection the way of conducting railway traffic on the open line for modernized and revitalized railway lines

“…During the modernization or revitalization of the railway line, the decision-maker is faced with the need to decide which way of conducting the railway traffic on the open lines is appropriate for the analysed case. A number of factors have to be taken into consideration, which influence the choice of the best solution [7,22]. During making the decision, it is necessary to remember that when conducting of trains traffic along the open line, several rules are necessary to take into account: -on the double track open line, the train traffic should be conduct on the right track, looking in the direction of the train; from this rule there are many exceptions -traffic can also be carried out on the left track when traffic control devices allow or require such a necessity, -on each track of the open line or block section in one time can be only one train, -the station inspector can send a train from a traffic post if the adjacent trail or distance is free; in addition, it must be ensured that the traffic officer in the neighbouring post does not train on the train track, -about duty of the open line station inspector is informed on the basis of the line blocking devices state or an agreement with the station inspector of the neighbouring operating control post using radio communication devices (announcing of trains), -permission on departure of the train station inspector may issue on the basis of receiving a permit from a neighbouring operating control post for the train's departure or other indications [1], -when the devices do not allow for the train departure on the open line onto the permit signal, it can be sent to a substitute signal or a written order under certain conditions, -when the line blocking devices do not work properly, carry out the traffic based on announcements by means of telephone communication.…”

Optimization of Energetic Train Cooperation

“…This is important in different areas in designing the rail network on a national and international level. It is also necessary to take into account the infrastructure specifications that will allow the use of the rolling stock's potential [3]. On the other hand, one should consider various problem tasks, such as equipment for data acquisition and its processing from the point of view of constructing effective organization [4,5], as well as the issues of selecting equipment and transport means to achieve the set goals, which in turn is the domain of various transport areas, not only rail transport [6,7].…”

Finite Element Method in Assessing Strength Properties of a Railway Surface and Its Elements

“…Development of railway infrastructure observed at the turn of the 20th and 21st centuries, as well as the speeds of trains in passenger traffic up to V max = 300-350 km/h, and freight traffic up to V max = 140-160 km/h on selected lines, are the results of railway vehicle design improvement and railway infrastructure optimization [1,2]. The structure of the railway surface enabling achieving such speeds and transferring ever greater loads and pressures of up to 25-30 t/vehicle axis, must meet very strict strength and durability requirements.…”

“…Cross-section of a classic railway surface with additional components.The equation of motion for the classic railway track, taking into account the load and weight of individual elements, as well as attenuation and elasticity coefficients, can be presented in form of differential equations described in Equations (1) and(2).…”