Railway Operation Simulation - TU Berlin...Betriebssysteme elektrischer Bahnen Prof. Dr.-Ing. P....

Betriebssysteme elektrischer BahnenProf. Dr.-Ing. P. Mnich

22.05.2011 Mn OpenPowerNet en - 1 -

Railway Operation SimulationSimulation des Eisenbahnbetriebes

Propulsion Technology Power Supply System

ATM Advanced

Train ModelsFortgeschrittene Zug- und

Antriebsmodelle

“Co-Simulation”Ankopplung

PSC Power Supply

CalculationStromversorgungs-

berechnung

Interaction Dialog

Wechsel-beziehung

Simulation of Railway Power Supply SystemsSimulation von Bahnstromsystemen

Mn Version 2010/11



• There are consumers with a time-dependent and location- dependent power demand (picking up and recovering energy).

• The network structure and the voltage influence the load flow.• The power supply system may influence the energy consumption.

The electrical load flow and the energy consumption within the railway power supply network depend on the running trains and the power supply system characteristics.

• Load flow and energy consumption• Technical layout and design of the electrical installations.

Simulation of these dynamic processes allow analysis and prognosis:

Simulation of Railway Power Supply Systems – why?



• current and power losses increase with decreasing voltage, • under low voltage current and power limitations of the propulsion

control are activated with impact on the driving dynamics,• the network voltage influences the braking energy recovering

decisively (energy absorption capability).

The voltage situation of the railway power supply network determines the load flow and may have retroaction to the propulsion characteristics of the trains:

• for a.c. networks less relevant because of stable voltage level,• for d.c. networks with high load dynamics absolutely essential

These retroactions to be emulated in the simulation:

Requirements



• each train’s driving state and the required traction power, • the train’s positions within the network,• the layout and capability of the power supply system.

Energy consumption simulation for electrical railway systems requires detailed information available at the same time concerning

• either concerning the complexity of the railway operation simulation,• or regarding the modelling depth of the propulsion technology and

the electrical network.

For that reason a number of compromises were made in the past

Initial Situation



• Line routing and alignment• Track layout• Signalling system• Train data• Propulsion data• Timetable• Connecting conditions• Operating rules

Railway Operation Load Flow and Energy

• Line routing and alignment• Track layout• Signalling system• Train data• Propulsion data• Timetable• Connecting conditions• Operating rules• Power grid / Substations• Feeder lines and cables• Catenary system

Simulation Requirements



• Line routing and alignment

• Track layout• Signalling system• Train data• Timetable• Connecting conditions• Operating rules

Railway Operation Load Flow and Energy

• Propulsion data

• Power grid / Substations• Feeder lines and cables• Catenary system

Plug-inCo-Simulation

Separation of Simulation Tasks



Line Voltage, Requested Effort

Train Current

Train Position,Requested

EffortAchieved

Effort

OpenTrack

PSC ATM



AP Server

PSC ATM

network data base

propulsion data base

train_ID, engine_ID, line_ID, track_ID, train location, time,requested force, speed

1

line_ID, track_ID, train location, time, train current

2

train voltage, nominal voltage, nominal frequency

3train_ID, engine_ID, requested force, speed,

train voltage, nominal voltage, nominal frequency

4

achieved force, train current

5

achieved force

6SOAP interface



a) constant efficiency factors for propulsion equipment

b) driving state related efficiency factors

c) load depending efficiency factors of components

d) detailed engine models of components

+ auxiliary power and eddy current break

+ additionally: limiting values of propulsion control (e.g. voltage related current limitation)

Modelling levels available for propulsion simulation



Pel

Pmech

Propulsion Structure



Wirkungsgradverläufe ICE 3 für maximale ZugkraftHerstellerangabe für Betrieb bei 15 kV 16,7 Hz

0,5

0,6

0,7

0,8

0,9

1

0 20 40 60 80 100 120 140 160 180 200

Motorfrequenz

Wirk

ungs

grad

Transformator

4-QS

Pulswechselrichter

Asynchron-Fahrmotor

Radsatzgetriebe

Gesamt

Hz

Efficiency Characteristics of ICE3 train1 AC 15 kV 16,7 Hz



1L 2'L1R sR 2'

HL1u

2'i1i

1 2'i iH

1 2'

e le k t m e c h L ä u fe r v e r lu s teM M M23

2 22 ' '2 2

R o to r v e r lu s te

L ä u fe r v e r lu s tei RPM

n n

Propulsion Component Modelling (example for traction motor)



23000

23500

24000

24500

25000

25500

26000

26500

2700000

:00

00:3

0

01:0

0

01:3

0

02:0

0

02:3

0

03:0

0

03:3

0

04:0

0

04:3

0

05:0

0

05:3

0

06:0

0

06:3

0

07:0

0

07:3

0

08:0

0

08:3

0

09:0

0

Zeit in Minuten

Span

nung

in V

olt

-500,00

-400,00

-300,00

-200,00

-100,00

0,00

100,00

200,00

300,00

400,00

500,00

Spannung in Volt Strom in Ampere

Propulsion Model VerificationTrain Current and Pantograph Voltage

time h:min

volta

ge

curre

nt

AV

Train Current and Pantograph Voltage



Fahrschaubild und Leistungsverlauf ICE1Betriebsfahrt Hannover - Göttingen, Meßwerte am führenden Triebkopf,

Simulation IFB: Standardparameter und Wirkungsgradmodell ICE1/2

0

20

40

60

80

100

120

140

160

180

200

220

240

260

0 10 20 30 40 50 60 70 80 90 100

Weg

v

-4

-2

0

2

4

6

8

PStr

v Meßfahrtv SimulationP MeßfahrtP Simulation

km/h

MW

km

Fehlertoleranzen: Fahrschaubild < 1 %

Energie ab Stromabnehmer < 2 %

Quelle: IFB

Train Speed and Power CharacteristicsMeasurement and Simulation Results

ICE1 Hannover – Göttingen



Requirements to the electrical network model

- Simulation of all common AC- and DC-railway power supply systems

- Representation of the entire electrical network structure

- Unrestricted choice of conductor configuration along the line

- Precise consideration of electromagnetic coupling of conductors for a.c.-systems

- Switch state change within the railway power supply system

- Retroaction to the railway operation simulation (OpenTrack)

- Iterative communication with the propulsion simulation (ATM)

- Configurable data output

- Interfaces for post-processing



Modelling of the Railway Power Supply System

- Electrical network structure (feeding sections, feeding points, switch state) in congruence to the track topology

- Electrical characteristics of the feeding power grid

- Electrical characteristics of the substations

- Electrical characteristics of the conductors (cables, Catenary wires, tracks, rails)

- Electrical characteristics rail-to-earth

- Modelling of additional power consumers (e.g. switch heatings)

- Loading capacity (conductors, converters, transformers)

- Protection settings



Power Supply Network Structure (DC 0.6 … 3.0 kV)Power Grid Connection

3 AC 10 / 20 / 30 kV

OCS

Rails

train NOT in section train in section

Substation

GO1

GR1

GO3

GR2

GO4

GR3

GO5

GR4

sw

sw

SS1

sw

sw

SS2

sw

sw

SS3

sw

sw

SS4

Earth

G’RE G’RE G’RE G’RE G’RE G’RE G’RE

sw sw sw sw

GO2

single-end double-end double-end

0.6 kV



Power Supply Network Structure (1 AC 15 kV 16,7 Hz)

Power Grid Connection 1 AC 110 kV 16,7 Hz

OCS

Rails

Substation

YO1

YR1

YO2

YR2

YO3

YR3

sw

sw

SS1

sw

sw

SS2

Earth

Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE

sw swsw

CS

sw

15 kV

Coupling switch



Power Supply Network Structure (2 AC 25 kV ~ 50 / 60 Hz)

OCS

Rails

Negative Feeder

train NOT in section train in section

Autotransformer 1Substation

YO1

YR1

YN1

YO2

YR2

YN2

YO3

YR3

YN3

YO4

YR4

sw

sw

sw

SS

sw

sw

sw

AT1

sw

sw

sw

AT2

sw

sw

sw

AT3

Power Grid Connection 3 AC 110 / 220 kV

Earth

Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE Y’RE

25 kV

-25 kV



Substation / AT Structure (2 AC 25 kV ~ 50/60 Hz)



Trackside Arrangement of Conductors (Tunnel Earthing Concept)

Source: DB KoRiL 997



Catenary Arrangement and Conductor Model

„Slice“

CL Catenary Line

(Top Of Rail)



y

x

(0; 0)

(x1 ; y1 )

material, diameter

electro-magneticcoupling effects

Slice n

Catenary Arrangement and Conductor Model



Sequence of Slices



Mathematical Network Model



Electrical network calculation using the advanced method of nodes

Voltage drops caused by self- and mutual induction

nodes

node voltages inductive voltages currents



Verification of the simulation

Punctual theoretical evaluation

- current sum cero for network slices

- energy picking up and recovering

- correspondence of voltage minimum and maximum / jumps with the network structure during constant load test

Comparison of measurement data with the simulation results for predefined load cases

- driving dynamics of the trains

- current-, voltage- and power characteristics



AB07, Messfahrt F8, mit Halt

0

10

20

30

40

50

60

0 20 40 60 80 100 120

Zeit [s]

Ges

chw

idni

gkei

t [km

/h]

v_TFZ_2099 v_Tfz_Simu

Verification: Measurement and Simulation



AB07, Messfahrt F8, mit Halt

0

100

200

300

400

500

600

700

800

900

0 20 40 60 80 100 120

Zeit [s]

Span

nung

[V]

-500

0

500

1000

1500

2000

2500

3000

3500

4000

Stro

m [A

]

Toleranz U (EN 50163) U_nenn U_TFZ_2099 U_Tfz_Simu I_TFZ_2099 I_Tfz_Simu

675 A

673 A

Verification: Measurement and Simulation



High Speed Railway 300 km/h 100 km Double Track, 2AC 25 kV 50 Hz



Train Current

0

50

100

150

200

250

300

350

400

450

200 210 220 230 240 250 260km

I [A]

Contact Line/Train Current I = f(s)

Simulation Results: High Speed Railway 2AC 25 kV



Train Voltage

25000

25500

26000

26500

27000

27500

28000

200 210 220 230 240 250 260km

U [V

]

Line Voltage at Pantograph U = f(s)




Multiple Train Voltage

25000

25500

26000

26500

27000

27500

28000

200 210 220 230 240 250 260

km

U [V

]

Pantograph Voltages of all Trains U = f(s)




26600

26800

27000

27200

27400

27600

27800

28000

28200

10:0

0:00

10:0

0:06

10:0

0:12

10:0

0:18

10:0

0:24

10:0

0:30

10:0

0:36

10:0

0:42

10:0

0:48

10:0

0:54

10:0

1:00

10:0

1:06

10:0

1:12

10:0

1:18

10:0

1:24

10:0

1:30

10:0

1:36

10:0

1:42

10:0

1:48

10:0

1:54

10:0

2:00

10:0

2:06

10:0

2:12

10:0

2:18

10:0

2:24

10:0

2:30

10:0

2:36

10:0

2:42

10:0

2:48

10:0

2:54

10:0

3:00

10:0

3:06

10:0

3:12

10:0

3:18

10:0

3:24

10:0

3:30

10:0

3:36

10:0

3:42

10:0

3:48

10:0

3:54

U[V

]

26600

26800

27000

27200

27400

27600

27800

28000

28200

10:0

0:00

10:0

0:06

10:0

0:12

10:0

0:18

10:0

0:24

10:0

0:30

10:0

0:36

10:0

0:42

10:0

0:48

10:0

0:54

10:0

1:00

10:0

1:06

10:0

1:12

10:0

1:18

10:0

1:24

10:0

1:30

10:0

1:36

10:0

1:42

10:0

1:48

10:0

1:54

10:0

2:00

10:0

2:06

10:0

2:12

10:0

2:18

10:0

2:24

10:0

2:30

10:0

2:36

10:0

2:42

10:0

2:48

10:0

2:54

10:0

3:00

10:0

3:06

10:0

3:12

10:0

3:18

10:0

3:24

10:0

3:30

10:0

3:36

10:0

3:42

10:0

3:48

10:0

3:54

U[V

]

10:02:30 AT-station switched-off

Overhead Line Voltage U = f(t)




Conductor Current

0

20

40

60

80

100

120

140

0 3 6 9 12 15 18 21 24

km

I [A] Return Feeder

Earth

Return Current Distribution I = f(s)Tr

ain

Posi

tion

SS AT1 AT2




T ra n s fo rm e r P o w e r

0

5

1 0

1 5

2 0

2 5

3 0

3 5

4 0

0:00

:00

10:0

6:46

10:0

6:53

10:0

7:00

10:0

7:07

10:0

7:14

10:0

7:21

10:0

7:28

10:0

7:35

10:0

7:42

10:0

7:49

10:0

7:56

10:0

8:03

10:0

8:10

10:0

8:17

10:0

8:24

10:0

8:31

10:0

8:38

10:0

8:45

10:0

8:52

10:0

8:59

10:0

9:06

10:0

9:13

10:0

9:20

10:0

9:27

10:0

9:34

10:0

9:41

10:0

9:48

10:0

9:55

10:1

0:02

10:1

0:09

10:1

0:16

10:1

0:23

P [M

W]

Substation Transformer Power P = f(t)Simulation Results: High Speed Railway 2AC 25 kV



T ra n s fo rm e r E n e rg y C o n s u m p tio n

0 ,0 0 0

0 ,2 0 0

0 ,4 0 0

0 ,6 0 0

0 ,8 0 0

1 ,0 0 0

1 ,2 0 0

0:00

:00

10:0

6:46

10:0

6:53

10:0

7:00

10:0

7:07

10:0

7:14

10:0

7:21

10:0

7:28

10:0

7:35

10:0

7:42

10:0

7:49

10:0

7:56

10:0

8:03

10:0

8:10

10:0

8:17

10:0

8:24

10:0

8:31

10:0

8:38

10:0

8:45

10:0

8:52

10:0

8:59

10:0

9:06

10:0

9:13

10:0

9:20

10:0

9:27

10:0

9:34

10:0

9:41

10:0

9:48

10:0

9:55

10:1

0:02

10:1

0:09

10:1

0:16

10:1

0:23

E [M

Wh]

Energy Consumption at Substation Busbar E = f(t)




City Light Rail 300 km TRAM 220 km Trolley

DC 600 V



Network modelling: Catenary and cable plan detail



Vehicle modelling TRAM und Trolleybus

2 x Mirage Cobra

Tram2000 Tram2000+Pony Tram2000 Sänfte

Mercedes GTB Hess DGTB Hess



Graphical time table

Line A



Minimum voltage: catenary and pantographNormal operation

STR

Vt [5

.804

]

HEG

A [5

.398

]

IHA

G [5

.017

]

FRIE

[4.6

81]

FRIB

[4.3

04]

HO

EF [3

.748

]

GO

LPt [

3.46

9]

ZWIN

[3.1

75]

KA

LKt [

2.76

2]

KER

N [2

.493

]

HEL

Vt [2

.311

]

MIL

A [1

.913

]

RO

EN [1

.581

]

LIM

Mt [

1.28

8]

Heu

ri-Fr

iese

n

Heu

ri-H

öfliw

e

Bad

en-K

alkb

reB

aden

-Lan

gstr

Alb

is-S

chw

eig

Lette

-Lim

mat

p

0

100

200

300

400

500

600

700

800

900

1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6

Weg [km]

Span

nung

[V]

Trenner Toleranz U (EN 50163) U_nenn U_min_abs U_min_Tfz



Rail-to-earth potential Normal operation

FRA

N [6

.915

]

WIN

Z [6

.494

]

WA

RT

[6.0

51]

ZWIE

[5.6

91]

MEI

E [5

.374

]

SCH

T [4

.998

]

ATR

O [4

.602

]

EGU

T [4

.234

]

WA

IF [3

.754

]

WIP

K [3

.297

]

EWYS

[3.0

63]

DA

MM

[2.6

89]

QU

EL [2

.416

]

LIM

M [2

.092

]LI

MM

p [2

.003

]

MU

FG [1

.732

]

SIH

L [1

.391

]

Fran

k-ä.

Lim

ma

Tobe

l-m_L

imm

a

Lette

-i.Li

mm

a

Lette

-Wip

king

Lette

-o.L

imm

a

0

10

20

30

40

50

60

70

80

1 2 3 4 5 6 7

Weg [km]

Span

nung

[V]



Converter current and bus-bar voltage Normal operation

400

450

500

550

600

650

700

750

0 450 900 1350 1800 2250 2700 3150 3600 4050 4500 4950 5400 5850 6300 6750 7200

Zeit [s]

Span

nung

[V]

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

Stro

m [A

]

U-Sammelschiene I-Sammelschiene



Load and loading capacity Substation Normal operation, blackout in neighbouring subst.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

1 10 100 1000 10000

Zeit [s]

Effe

ktiv

stro

m [A

]

SammelschieneSK i.LimmatstSK i.HardturmSK RosengarteSK HardbrückeSK ZWestRK HardturmstRK RosengarteBK V, 2381 ABK VI, 2381 A



Load values Substation, Normal operation without blackouts

Station Sektor Imax Ieff Pmax Eab Eauf Everl IEinst IKmin IKmin/IEinst Imax/IEinst

[A] [A] [kW] [kWh] [kWh] [kWh] [kA] [kA]1 s 7200 s soll > 110% soll < 90%

2 h

SK -o.Rämistraße 1915 588 1221 520 -10 4 3,5 14,0 400% 54,7%SK -Seilergraben 1686 404 1072 264 0 2 3,0 11,7 390% 56,2%SK -Hottingerstraße 1961 475 1252 417 0 3 3,0 10,4 347% 65,4%SK -Klosbachstraße 1665 332 1048 257 0 4 3,5 10,4 297% 47,6%SK -Kreuzbühlstraße 3710 1018 2312 1000 -33 36 4,2 12,7 302% 88,3%SK -Heimplatz 1128 310 720 290 0 1 3,0 34,0 1133% 37,6%SK -u.Rämistraße 40 172 50 111 36 0 0 3,0 23,0 767% 5,7%SK -u.Rämistraße 129 1145 316 738 220 0 1 3,0 38,2%SK -Bellevueplatz 2824 1075 1770 1226 -6 18 3,5 16,6 474% 80,7%SK -Zeltweg TB 912 279 582 153 -28 1 2,5 2,7 108% 36,5%RK -Heimplatz 2 Kabel -1242 513 -749 0 -627 3RK -Kreuzbühlstraße -2164 678 -1324 2 -789 8RK -o.Rämistraße -649 238 -393 0 -281 2RK -Heimplatz -3425 1375 -2065 0 -1683 8RK -Bellevueplatz -1742 657 -1050 0 -804 7RK -Zeltweg TB -912 279 -582 28 -153 1gesamt 8773 3527 5289 4305 0 97

SK: SpeisekabelRK: Rückleiterkabel

Prom

enad

e

SK: Feeder cable RK: Return current cable



Load and loading capacity Catenary wire at feeding pointNormal operation, blackout in neighbouring subst.

0

200

400

600

800

1000

1200

1400

1 10 100 1000 10000

Zeit

Stro

mst

ärke

Belastbarkeit Ri 107, Abnutzung 0 %

Belastbarkeit Ri 107, Abnutzung 20 %

Ieff je Verstärkungsleitung, Abnutzung 0 %

Ieff je Fahrdraht, Abnutzung 20 %

s

A



Case 1 Case 2 Case 3 Case 4

Recovered energy

Delivered energy of all substations

Energy balance




Power losses balance




Recovering balance



Visualisation

Post-processing: Electro-magnetic Field Exposition 1AC 15 kV 16,7 Hz



1. Operation Simulation (OpenTrack)• Precise railway operation simulation using a commercial simulator• Co-simulation with electrical network calculation of OpenPowerNet (New!)• Online-communication between operation and electrical network simulation

via SOAP-Interface (New!)• Retroaction of electrical network calculation to train driving dynamics• automatic disturbance generation caused by the power supply (New!)

2. Load Flow and Energy Calculation (OpenPowerNet)• Complete electrical network calculation by the PSC module considering all

electromagnetic coupling effects (New!)• Input of the electrical network parameters by geometrical conductor

arrangement and material properties, unrestricted configurable (New!)• Switch state changes of the electrical network during simulation (New!)• Configurable modelling depth for train propulsion system in the ATM module:

constant efficiency / characteristic curves / engine models + control (New!)• Comprehensive analyzing and interpreting tools (energy, load flows, currents,

voltages, temporal / local) as well as data export for post-processing

Summary

Reference: IFB Dresden/Berlin; OpenTrack, Railway Technology GmbH, Zürich

Railway Operation Simulation - TU Berlin...Betriebssysteme elektrischer Bahnen Prof. Dr.-Ing. P....

Documents

Transcript of Railway Operation Simulation - TU Berlin...Betriebssysteme elektrischer Bahnen Prof. Dr.-Ing. P....