Green Train: concept and technology overview

Andersson, Evert; Fröidh, Oskar; Stichel, Sebastian; Bustad, Tohmmy; Tengstrand, H.

doi:10.1080/23248378.2013.878291

Cited by 11 publications

(4 citation statements)

References 6 publications

(20 reference statements)

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“…The wayside objects are controlled and driven by wayside object controllers (OC), which are linked to interlocking and centralized traffic control (CTC). 1 The wayside OCs are geographically dispersed either along railway lines or in stations. Traditionally, to control and power the OCs, fibre optics and copper cables are needed to be installed to link the OCs to the interlocking and the nearby power supply, respectively, so a great amount of civil work is associated with cabling.…”

Section: Introductionmentioning

confidence: 99%

Application of smart wayside object controllers to railway signalling systems for decarbonisation

Liu

Jerresand

Diamant

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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In railway signalling systems, trackside equipment and signalling devices are controlled by wayside object controllers (OC). With the application of radio communication to wirelessly transmit command control and signals, the cost of cabling and installation has been significantly reduced. However, for non-electrified regional lines in rural areas, dedicated cables are still installed along the track to drive the wayside object controllers, which increases both capital and operational costs. With the development of renewable energy sources (RES) and wayside energy storage systems (ESS), a concept of smart wayside object controllers (SWOC) is proposed, which are autonomous, off-grid and powered by local renewable energy sources to reduce the related costs. To assist future system development, this work develops methods to not only calculate power and energy demand for system configuration but also estimate the life cycle cost in long-term operation. A case study based on a railway test site in Sweden is performed. This study shows that it is sufficient to use 100% local renewable energy sources to power the SWOC, trackside equipment and signalling devices. Compared with the existing system, the SWOC shows a significant cost saving in long-term operation by removing cabling and installation, reducing trackside maintenance and replacing the power supply with renewable energy power sources for decarbonisation. Therefore, the SWOC shows its significant benefits over the existing system from both economical and environmental aspects. In the end, some suggestions for future development and implementation of SWOC are given.

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Section: Introductionmentioning

confidence: 99%

Application of smart wayside object controllers to railway signalling systems for decarbonisation

Liu

Jerresand

Diamant

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Driven by the objectives of lower emissions and lower operational costs, railway train energy simulation is a popular research topic [1][2][3]. Basically, there are two types of train models that are used to calculate train energy consumptions.…”

Section: Introductionmentioning

confidence: 99%

“…Traction force is the tangential (mostly in the longitudinal direction) friction force in wheel-rail contact; it is directly related to the coefficient of adhesion which is defined as the ratio of realised tangential force over the normal force. During train operations, traction forces are influenced by a number of factors, for example (1) vehicle dynamics that can vary wheel-rail vertical force, (2) wheel-rail adhesion characteristics that directly influence the resulted traction forces, and (3) traction control that changes traction torque to avoid excessive wheel slip and/ or slide. However, none of these factors is able to be considered using the two conventional types of models.…”

Section: Introductionmentioning

confidence: 99%

Train energy simulation with locomotive adhesion model

Spiryagin

Cole

2020

Rail. Eng. Science

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Railway train energy simulation is an important and popular research topic. Locomotive traction force simulations are a fundamental part of such research. Conventional energy calculation models are not able to consider locomotive wheel-rail adhesions, traction adhesion control, and locomotive dynamics. This paper has developed two models to fill this research gap. The first model uses a 2D locomotive model with 27 degrees of freedom and a simplified wheel-rail contact model. The second model uses a 3D locomotive model with 54 degrees of freedom and a fully detailed wheel-rail contact model. Both models were integrated into a longitudinal train dynamics model with the consideration of locomotive adhesion control. Energy consumption simulations using a conventional model (1D model) and the two new models (2D and 3D models) were conducted and compared. The results show that, due to the consideration of wheel-rail adhesion model and traction control in the 3D model, it reports less energy consumption than the 1D model. The maximum difference in energy consumption rate between the 3D model and the 1D model was 12.5%. Due to the consideration of multiple wheel-rail contact points in the 3D model, it reports higher energy consumption than the 2D model. An 8.6% maximum difference in energy consumption rate between the 3D model and the 1D model was reported during curve negotiation.

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“…Simultaneously, Cho et al [28,29] establish the catenary model through this method and study the effect of the contact wire sag and nonlinear droppers on the pantograph-catenary behavior by introducing a pantograph model. Stichel et al [30,31] construct the catenary model and analyze its interaction with multiple pantographs. Bruni et al [32,33] construct the hardware-in-the-loop hybrid pantograph platform, in which the catenary is modeled by this method.…”

Section: Finite Element Modelmentioning

confidence: 99%

Advances of research on high-speed railway catenary

Liu

Song

et al. 2017

J. Mod. Transport.

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The interaction between the catenary and pantograph is one of the most crucial factors that determine the train operation in high-speed railway. The bad state of catenary is able to directly influence the power supply safety of traction power system. In this paper, four aspects on the catenary research of high-speed railway are reviewed in detail, namely the solution methods for catenary equilibrium state, the dynamic modeling methods of catenary, non-contact detection methods of catenary, and the static and dynamic evaluation methods of catenary. In addition, their recent advances are described. For the low solution accuracy of the initial equilibrium state of catenary, the structure finding method with multi-objective constraint and nonlinear finite element procedure are introduced to solve the problem. For the catenary's dynamic modeling, considering the influence of environmental wind on the catenary, environmental wind simulations and wind tunnel tests are used to obtain the aerodynamic coefficients and build the wind field along the catenary for analysis of its wind vibration characteristics. In order to improve the detection accuracy of non-contact detection for the catenary, the deep learning theory and real-time detection algorithms should be adopted in the future. In view of the lack of dynamic assessment method for the catenary, the modern spectrum evaluation, timefrequency analysis, big data technology and their combinations will be the important means for future catenary evaluation.Keywords High-speed railway Á Modeling of catenary Á Simulation of catenary Á Detection of catenary Á Evaluation of catenary

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Green Train: concept and technology overview

Cited by 11 publications

References 6 publications

Application of smart wayside object controllers to railway signalling systems for decarbonisation

Application of smart wayside object controllers to railway signalling systems for decarbonisation

Train energy simulation with locomotive adhesion model

Advances of research on high-speed railway catenary

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