Impact of a reversible substation on energy recovery experienced on-board a train

Cascetta, Furio; Cipolletta, Giuliano; Femine, Antonio Delle; Fernández, J. Quintana; Gallo, Daniele; Giordano, D.; Signorino, Davide

doi:10.1016/j.measurement.2021.109793

Cited by 9 publications

(4 citation statements)

References 19 publications

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“…In terms of power-system modification, one of the solutions to reduce energy consumption is the replacement of the classical DC electric substation with a reversible substation [10]. The authors highlights that this presents the possibility of recovering electrical energy without reconfiguring the timetable, so they do not consider this aspect worth applying.…”

Section: Literature Reviewmentioning

confidence: 99%

“…The direct transfer of electrical energy from a braked train to an accelerating train can be achieved without significant interference with the power supply system, provided that the recovered energy is immediately used by another vehicle. It is provided that the recovered energy is immediately used by another vehicle [9,10]. Otherwise, it is necessary to convert DC substations (found in some European countries) to reversible substations that facilitates current flow in both directions.…”

Section: Introductionmentioning

confidence: 99%

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Method for Reconfiguring Train Schedules Taking into Account the Global Reduction of Railway Energy Consumption

Kierzkowski

Haładyn

2022

Energies

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The paper aims to propose a method of reconfiguring the train timetable, taking into account minimising the globally consumed energy for traction purposes. This is a very important issue in the context of rising electricity prices, alarming climate changes and the “Fit for 55” policy introduced in Europe. Each unit of energy saved contributes to improving the state of the planet and reducing the negative human impact on it. In this paper, the authors propose a model that, when applied, will reconfigure the timetable in terms of energy intensity and, as a result, reduce the impact of railways on the burden on the environment. It is proposed to introduce an interdependence between trajectories of electrical train movement. This interdependence is to take place so that it is possible to efficiently transfer the energy recovered during the braking of one train to another train, moving on the same section of the railway line and at the same time (i.e., without using energy storage devices). The paper provides a physical background to the considerations—discussing the movement of electric trains in the context of their energy intensity and the possibility of energy recovery; presenting the possibility of interconnecting trains in such a way that the energy from a train that is being braked can be efficiently used by a train that is being accelerated; presenting a method for making the linkages between trains (in the form of an original algorithm resulting from the application of the Delphi method) and implementing them in the timetable. The timetable for the application of the method is real and was obtained from the railway operator in Poland, as a mathematical–physical model describing the trajectory and energy consumption of the original, after which the proposed timetable was verified by running simulations and comparing the energy consumption of the original and the proposed timetable. It turned out that it is possible to achieve a global total energy demand reduction of up to 398 MWh/year. This proves the validity of using the proposed algorithm at the timetabling stage and extending its implementation to the entire network. Furthermore the authors also recognise the tendency of the algorithm to return repeatable solutions, which has the side effect of creating a cyclic timetable. Its implementation in Poland has proved impossible for many years. The application of the proposed method could change this unfavourable situation.

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Section: Literature Reviewmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Method for Reconfiguring Train Schedules Taking into Account the Global Reduction of Railway Energy Consumption

Kierzkowski

Haładyn

2022

Energies

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“…7.a and Fig. 8.a were recorded during the measurement campaign on a 1.5 kV DC distribution network feeding a metro system [18], using a sampling frequency of 50 kHz. Despite the nominal voltage level of 1.5 kV, the monitored metro system operates at an average voltage of 1650 V. This is a common practice in metro and railway system to reduce losses due to distribution.…”

Section: A7mentioning

confidence: 99%

Detection of Dips, Swells and Interruptions in DC Power Network

Cipolletta

Femine

Gallo

et al. 2022

2022 20th International Conference on Harmonics &Amp; Quality of Power (ICHQP)

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The recent developments in power electronics have greatly increased the number of appliances that operate in DC and, contextually, the main distributed energy sources such as photovoltaic systems and fuel cells are inherently of DC nature. Therefore, a better integration of these devices into the electrical grid can be achieved with a direct connection in DC, avoiding all the additional losses due to the energy conversion stages currently employed in the traditional AC distribution grid. On the other hand, high voltage transmission in DC (HVDC) offers lower costs due to reduced losses in transmission. Nevertheless, at present, there is a lack of international standards that define Power Quality (PQ) metrics for DC grids. This paper makes a review of the technical report IEC-TR-63282 that is a first normative effort to this aim. Moreover, the authors suggest measuring methods to evaluate dips, swells and interruptions. The measuring method has been finally applied to PQ phenomena detected on simulated and experimental data to evaluate the effect of the time interval adopted in the assessment of these events.

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“…In the specific situation of a train operating in a Madrid metro line in which a reversible substation has been installed, Cascetta et al in [8] presented the onboard accurate measurement results related to energy flows and losses for both reversible regime operation and traction regime operation. An index of unavailability of the line to accept energy has been defined as the ratio of the energy dissipated by the braking rheostats and the braking energy.…”

Section: A Short Review Of the Contributions In This Topicmentioning

confidence: 99%