IMPROVING THE ENERGY EFFICIENCY OF THE RAILWAY SYSTEM - PDF by kxq14559

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									ImprovIng THE EnErgy EffIcIEncy of THE raIlway sysTEm
Innovative Integrated Energy Efficiency Solutions
for Railway Rolling Stock, Rail Infrastructure and
Train Operation


Why Railenergy?
Energy consumption for passenger and freight transport has exploded together with transport demand in the
last few decades – worldwide as well as in Europe – putting heavy pressure on fossil fuel resources as well
as increasing the emission of industrial greenhouse gasses. Railways are energy efficient by nature when
compared to other modes of motorised transport mainly due to reduced rolling and air resistance combined
with a controlled driving pattern.

In order to remain economically competitive and act socially responsible towards the environment, railways
must increase there energy efficiency – not least to enjoy continued strong political support. Three main
reasons for the railway sector to act now are:

1. Rising energy costs
     The European railway networks are spending billions of Euros annually on energy and the energy costs
     have increased significantly over the last few years (more than 10% per year). The continued increase
     in oil prices to a level of $ 100 per barrel underlines the necessity for improved energy efficiency, also
     because electricity prices are highly influenced by the prices on coal, crude oil and gas.

2. Climate protection
     Climate change has become a strategic cornerstone for the railways. Railways are fortunate to run 80%
     on electricity in Europe but it is not possible for all industrial electricity consumers to switch to renewable
     energy sources at once. Therefore improved energy efficiency is vital when railways want to achieve
     their individual CO2 targets.

3. Energy security
     Energy security is gaining importance. More and more countries want to be independent of foreign
     energy supplies. Also for the railways, reducing the energy demand will reduce this risk. In addition,
     with improved energy efficiency the railways in some cases could be able to accommodate more traffic
     growth before reaching the technical limits of the electric infrastructure e.g. maximum power feed etc.



Railenergy objectives
The overall objective of Railenergy is to cut the energy consumption in the railway system thus contributing to
the reduction of life cycle costs of railway operation and the CO2 emissions. The project target is to achieve a
6% reduction of the specific energy consumption of the rail system by 2020.

This will be done by addressing the energy efficiency of the integrated railway system and to investigate and
validate solutions ranging from the introduction of innovative traction technologies, components and layouts
to the development of rolling stock, operation and infrastructure management strategies.
     Expected Railenergy outputs & results
     Railenergy serves as a platform for an integrated development of new methodologies, techniques and
     technologies. Within this system framework approach the expected outputs of the Railenergy project are:
     •	   A	system-based	concept	for	modelling	energy	consumption
     •	   A	common	and	standardised	methodology	to	determine	energy	consumption	
     •	   An	integrated	simulation	tool	for	energy	consumption	and	LCC
     •	   An	integrated	railway	energy	efficiency	management	approach	&	decision	support	tool
     •	   Strategic	energy	efficiency	targets	for	rolling	stock,	infrastructure	and	traffic	management
     •	   Good	practices	for	Railway	Operators	and	Infrastructure	Managers
     •	   Strategies	for	incentives,	pricing,	and	policies



     Railenergy system approach
     The	inter-relationship	of	railway	sub-systems	is	highly	complex,	especially	with	regard	to	assessing	their	
     consumption of energy. There is a need to better know which measures – technical and operational – would
     be more beneficial. Therefore, a fully integrated approach is the only way to achieve true energy savings.
     The special feature of the Railenergy project is the holistic approach to energy efficiency. Neither technical
     nor operational measure is better than its global contribution to the system efficiency. This underlines the
     strong cooperation required between the main stakeholders within the sector when planning, designing,
     procuring and operating the railway system.


    SP2 data work flow

                          Input                               Processing                                    Results
                    Infrastructure
                    selection        Railenergy Decision Support Tool for Investment decisions:
                                                                                                           Cost benefit
                                     •	 Database	guide	&	scenario	calculator	                              assessment
Strategic level




                    Infrastructure      (Energy and CO2 saving)
                    selection                                                                                ‘What if’
                                     •	 LCC	tool	(cost	benefit	assessment)                                  scenario
                    Technology       	 -	 			Energy	price	&	Rail	market	scenarios
                    selection                                                                               Return on
                                     •	 Railenergy	knowledge	base                                          investment
                    Framework
                    conditions       •	 Strategic	Assessment		&	Economic	Evaluation
                                                                                                               KpI
                    Demo	            Railenergy global model:
Operational level




                    High Speed       •	 Based	on	existing	commercial	multi-train	simulators
                    Demo	            •	 Demonstration	scenarios	from	real	operation                        Demo	scene	
                    Mixed traffic                                                                          performance
                    Demo	            •	 System	simulation	of	new	technical	solutions
                    Regional         	 -	 	 Operational	evaluation	                                         Subsystem
                                     	 -	 	 System	validation                                              performance
                                                                                                                pI
Technical




                                                                                               SP3-6	       Component
  level




                                     Trackside    Components      Traction    Topologies                   performance
                                                                                              Evaluation
Positioning Railenergy in the European research context
The Railenergy project is first and foremost an integrated project, providing a joint platform of understanding
amongst the main industrial stakeholders. The project success is dependant on interaction with other major
projects that influences the energy consumption or the generic design of the railway system. Projects that
Railenergy is coordinating formal or informal with:
•	   Modtrain,	FP6	project,	(www.modtrain.com),	modular	train	concepts	for	European	standardisation	and	
     cross acceptance of rolling stock and interoperable infrastructure systems
•	   Modurban,	FP6	project,	(www.modurban.org)	-	modenergy	package
•	   Railway	energy	billing,	UIC	project	(www.uic.asso.fr	search	under	projects)
•	   Trainer,	EU	project	“TRAining	programmes	to	INcrease	Energy-efficiency	by	Railways”
     	(www.iee-trainer.eu)
•	   Several	railway	company	projects	on	energy	efficiency	or	energy	economy.




                                          Contact person:
               UNIFE,	project	Co-ordinator,	Igor	Alonso-Portillo,	igor.alonso-portillo@unife.org
               D’Appolonia,	project	Director,	Flavio	Marangon,	flavio.marangon@dappolonia.it
                                    UIC,	Enno	Wiebe,	wiebe@uic.asso.fr




                                             Partners
                                                                                                     SP1 NRG Needs


                                 Subproject relevance for Railenergy

One of the main aims of SP1 NRG Needs is to contribute to         measures but are also influenced by the framework
a common language and understanding of railway related            conditions and especially the interaction of the different
energy efficiency (EE) issues.                                    stakeholder groups. For a full exploitation of the potentials
                                                                  an integrated approach has to be pursued. This key finding
The main tasks of the SP and results are an analysis of           coming from the stakeholder analyses of SP1 is visualized
the framework conditions and the influencing factors on           in the following picture:
energy efficiency within the European railway system, the
evaluation of current status and future prospects of energy
use and energy efficiency of European railways as well
as recommendations and lanes of actions for improving
energy efficiency.                                                                                   Operational
                                                                                                      Potential
The NRG Needs takes into account that energy efficiency
potentials derive not only from technical and operational                            Technological
                                                                                     Potential




Strategy approaches to Energy Efficiency                                                             Stakeholder
                                                                                                     Integration




                                                                                                                     energy efficiency potential
                                                                           Operational
                                                                            Potential




                                                               Technological
                                                               Potential         Stakeholder
                                                                                    Action



                                                                                Operational
                          Operational                                            Potential
                           Potential
                                                               Technological
                   Techno-                                     Potential
                   logical Stakeholder                                         Stakeholder
                   Potential Action                                               Action


                       2007                                           2020                           2030

Regarding the picture above:

–    The “Business-as-Usual” strategy is characterised                    focus on improving technological and operational
     mainly by independent implementation of technical                    performance and thus allow for the exploitation of a
     and operational efficiency measures and EE projects                  larger efficiency potential until 2020 (6%).
     in some forerunners companies in the European
     railway sector. In this manner, the average energy           –       The long term strategy “Sector-wide Integration”
     efficiency improves until 2020 but the efficiency gains              is distinguished by a harmonised and sector-wide
     are small and large potentials remain unexploited.                   approach to energy efficiency where strategies and
                                                                          actions of all relevant stakeholders including RU, IM,
–    The “Coordinated Efficiency Efforts” strategy can be                 SI as well as EU, national and regional regulative
     described by a common approach of the three main                     bodies and energy suppliers are coordinated and
     stakeholders, namely the Railway Undertakings                        integrated allowing for the optimum exploitation of
     (RU), Infrastructure Managers (IM) and the                           efficiency potentials on the system level until 2030
     System Integrators (SI). Their coordinated efforts                   (15%+).
                                                      Main objectives
  •	   Evaluation	 of	 the	 current	 status	 of	 energy	                the energy efficiency performance of railway systems
       consumption and utilisation in the European railway              and providing a basis for international comparison.
       systems                                                     •	   Creation	of	a	Railenergy	Performance	Baseline	based	
  •	   Compilation	of	three	scenarios	of	energy	consumption	            on a broad collection of examples from measurement
       and utilisation in the railway system in 2020                    and simulation data describing the energy efficiency
  •	   Analysis	of	the	energy	needs	and	issues	coming	from	             of today’s rolling stock and infrastructure
       the experience of different railway stakeholders and        •	   Definition	of	Demonstration	Scenes	and	Use	Cases,	to	
       players.                                                         be used in later stages of the project to demonstrate
  •	   Definition	 of	 a	 set	 of	 Key	 Performance	 Indicators	        and evaluate project results
       (KPIs)	 characterizing	 the	 energy	 consumption	 and	


                                                           Methods
  To receive up-to-date information and data on current            suppliers, infrastructure companies, public bodies (e.g.
  energy consumption, energy efficiency efforts and relevant       transport procurement institutions and organisations)
  framework conditions, railway energy data were collected         were conducted. The results of policy and stakeholder
  on the basis of a detailed data questionnaire and a series       analysis and the scenarios are based on desk research,
  of interviews and focus groups with railway undertaking          interviews and discussions in workshops.
  companies, railway system integrators, component



                           Achieved Outputs & Results (Spring 2008)
  •	   Two	 scenarios	 for	 2020	 and	 one	 scenario	 for	 2030	   	    -						KPI	3	(kJ/Pkm	or	tkm)				:	Production,	load	factor,		
       describing the mid- an long-term effects of different                   CO2 emissions
       strategic approaches to energy efficiency within the        	    -						KPI	4	(kWh/pkm	or	tkm)	:	Production,	load	factor	
       European railway sector.
                                                                   	    -						KPI	5	(%	of	total	cons.)	:	Effort	for	hotel		       	
  •	   Detailed	 data	 on	 the	 current	 status	 of	 energy	                   functions, Management!
       consumption of UIC members
                                                                   	    -						KPI	6	(%	of	total	cons.)	:	Realised		      	        	
  •	   A	collection	of	country	profiles	describing	the	current	                recuperation,Optimisation
       status of railway operation, energy use and policies/
                                                                   	    -		 KPI	7	(%)		:	Grid	performance/losses,		 	              	
       measures for energy efficiency on a national level.
                                                                            Management
  •	   An	analysis	of	energy	needs	and	issues	relevant	for	
       railways                                                    •	   Definition	 of	 three	 demonstration	 scenes	 and	 the	
  •	   A	 stakeholder	 analysis	 focusing	 at	 drivers	 and	            respective use cases focusing on typical routes,
       barriers for the implementation of energy efficiency             rolling stock and classes of operation with due
       measures and resulting in first draft lanes of action            attention on cross-border European traffic corridors.
       for the different stakeholder groups.                            Demo	scenes	will	be	used	to	analyse	and	demonstrate	
                                                                        the effects of the Railenergy technologies on the
  •	   A	 harmonised	 set	 of	 KPIs	 covering	 the	 operation	
                                                                        energy efficiency of railway operation on the system
       of railway rolling stock as well as the operation of
                                                                        level.
       railway networks.
  	    -						KPI	1	(kWh/gross	tkm)			:	Technical		    	       	   •	   Definition	of	Railenergy	Performance	baseline
              performance, tractive effort
  	    -						KPI	2	(kWh/seat	km)						:	Technical	performance		
              & design



                                                       R&D partners

      Alstom	(France),	Bombardier	Transportation	(Germany,	Sweden),	D’Appolonia	(Italy),	FAV	–	Forschungs-	und	
    Anwendungsverbund	Verkehrssystemtechnik	Berlin	/	TSB	(Germany),	IST-UTL	–	Instituto	Superior	Técnico,	Lisbon	
  Technical	University	(Portugal),	IZT	–	Institute	for	Futures	Studies	and	Technology	Assessment	(Germany),	Siemens	AG	
(Germany),	TFK	–	Transportforksningsgruppen	i	Borlange	AB	(Sweden)	and	UIC	–	International	Union	of	Railways	(France)


                                                      Contact person:

                                        SP	leader	Dr.	Roland	Nolte,	IZT,	 r.nolte@izt.de.
                                                           SP2 NRG Efficiency Management


                            Subproject relevance for Railenergy
SP2 NRG Efficiency Management aims to provide the             Railenergy global model methodology and the Railenergy
concrete framework and methodology for the system             decision support tool – both elements will support decisions
approach to railway energy efficiency management.             on railway related energy investment decisions.
The subproject’s main tasks are the elaboration of the


                                           Main SP objectives
•	   To	 establish	 a	 common	 modelling	 framework	 (the	    •	   To	 develop	 an	 integrated	 energy	 strategy	 support	
     Railenergy Global Model) of the energy balance and            module for management decisions based on
     supporting simulation tools for modelling energy              developed	business	KPIs	(e.g.	life	cycle	costs)
     consumption to understand and improve railway            •	   System	validation	and	operational	evaluation	of	the	
     energy efficiency, including harmonised and agreed            technology pillars results
     metrics to be applied for the common modelling
     framework                                                •	   To	 calculate	 and	 elaborate	 final	 evaluation	 of	 the	
                                                                   proposed solutions in order to check the Railenergy
•	   To	propose	a	common	and	standardised	methodology	             target compliance and corresponding life cycle cost
     to predict and measure traction energy consumption            figures
     in the development and procurement phases of new
     rolling stock                                            •	   Based	 on	 the	 economic	 evaluation	 of	 Railenergy	
                                                                   results, to propose alternative political and economic
•	   To	 design	 and	 develop	 two	 innovative	 tools	 for	        framework conditions supporting rail energy
     optimising train operation: energy efficient time             efficiency
     tabling and Eco-Driving



                       NRG Efficiency Management in a nutshell
Railenergy is built around the system approach to             The outcome of the simulations is measured in Key
determine the energy losses and consumption on the            Performance	 Indicators	 (KPI’s)	 which	 constitute	 the	
railway system level rather than on component level. The      main transfer of information between the operational and
rationale behind is to foster the right motivation among      strategic decision making level.
railways and manufacturers to develop and demand the
most energy efficient solutions. The figure below shows
the interaction between the technical, operational and
strategic level.
                                                          Methods
One of the key elements in the project and SP2 is the                SP2 encompasses a variety of work packages and methods
Railenergy Global Model methodology, which will assess               that each plays their specific role in the overall railway
the	 energy	 flow	 as	 well	 as	 the	 potential	 outcome	 of	 the	   and	energy	system	approach	(see	on	the	previous	page).
improvements in the configuration of technical solutions
within the rolling stock and the trackside facilities as well
as for selected operational measures like energy efficient
driving.




                                        Expected Outputs & Results

The objectives of the NRG Efficiency Management are to               •	   Harmonised	 system	 requirement	 specifications	 for	
develop:                                                                  energy efficient driving
•	   Global	Simulation	methodology	of	the	energy	flow	in	            •	   Decision	Support	Tool	for	strategic	management	and	
     a complete railway system                                            investments decision
•	   Definition	 of	 standardised	 rail	 service	 profiles	          •	   System	simulations	of	use	cases	with	the	Railenergy	
     (test	 cycles)	 for	 pre-determination	 of	 the	 energy	             technologies including their strategic and economic
     consumption when developing and procuring of new                     impact
     rolling stock
•	   Harmonised	 system	 requirement	 specifications	 for	
     the energy efficient planning of time tables




                                                      R&D partners

   Alstom	(France),	Bombardier	Transportation	(Germany,	Sweden),	Siemens	AG	(Germany),	Ansaldo	Breda	(Italy),	
   D’Appolonia	(Italy),	FAV	–	Forschungs-	und	Anwendungsverbund	Verkehrssystemtechnik	Berlin	/	TSB	(Germany),	
  IST-UTL	–	Instituto	Superior	Técnico,	Lisbon	Technical	University	(Portugal),	IZT	–	Institute	for	Futures	Studies	and	
   Technology	Assessment	(Germany),	TFK	–	Transportforksningsgruppen	i	Borlange	AB	(Sweden),	BV	–	Banverket	
 (Sweden),		Eurolum	(France),	Emkamatik	(Switzerland),	Enotrac	(UK),	KTH	(Sweden),	Transrail	(Sweden),	RFI	–	Italian	
                    Railway	Infastructure	manager,	UIC	–	International	Union	of	Railways	(France).


                                                    Contact person:
                         SP	leader	Mr.	Mads	Bergendorff,	UIC	(Macroplan),	mads@macroplan.dk.
                                                                                          SP3 NRG Trackside


                               Subproject relevance for Railenergy
This subproject focuses on the efficiency of the fixed             •	    existing	systems	(no	modification	of	the	train	feeding	
installations for electric traction systems. The electric                voltage)
infrastructure provides, through the contact lines,                •	    innovative	 systems	 (new	 architectures	 including	
substation and high voltage network the needed energy                    modification of the feeding train voltage).
to move the trains along the track. Thus, this subproject
focuses on the research of a set of solutions to reduce
losses and improve energy balance in the supply for:



                                                 Main objectives
The different aspect of this SP is the fact that it covers         •		   Improving	 and	 optimising	 the	 present	 AC	 or	
different aspect of railways infrastructure: singular device             DC	 power	 supply	 systems	 by	 analysing	 of	 new	
to improve specific efficiency of an area of the track                   components,	 techniques	 and	 system	 design	
feeding, and the complete design and new architectures                   such as reversible substations, real time energy
of the whole feeding systems to have a completely new                    management, and feeding architectures.
approach to the saving energy challenge.
                                                                   •		   Definition	 of	 new	 architectures	 (AC	 and	 DC),	
Accordingly to the scope of subproject, the following                    optimisation of contact lines and power supply
objectives have been identified:                                         components oriented at reducing energy
                                                                         consumption for new traction systems on
•		   Detailed	 analysis	 and	 quantification	 of	 the	 present	
                                                                         trackside.
      energy efficiency, losses, and energy saving
      potentials, developing and analysing mathematical
      models as well measurement data.




                                                        Methods
The activities of this SP3 are mainly developed through            Another field of investigation focuses on the creation,
modelling	 and	 simulation	 in	 the	 time	 domain	 (using	         design and development of innovative systems to feed the
general purpose simulation programs) focusing on single            train with new architectures, including the modification
components and overall system.                                     of	 the	 feeding	 train	 voltage	 (higher	 voltage	 decreases	
                                                                   the losses). For that aim, basic evaluations of the energy
Using specific software, SP3 analyses solutions                    efficiency of existing and improved systems have been
for optimising energy and losses to recover almost                 carried out by extensive and detailed modelling in
completely the braking energy coming from the traction             frequency	 and	 time	 domain	 of	 static	 feeding	 layouts.	
units by a particular controlled substations in a large            Complementary	 frequency	 domain	 based	 multi-train	
bandwidth; improve line capacities adopting particular             simulations complete the scene, taking into account
feeding	systems	as	such	as	2x1.5kV	DC,		autotransformer	           realistic traffic situations both for theoretical cases with
asymmetric	 AC	 system	 leaving	 the	 same	 pantograph	            comparable transport capacity per feeding section as well
voltage; improve control and diagnostic of energy flows            as for realistic spacing of substations.
in relation with railway operation with Real time energy
management system
                                                                                 DC	 reference	 system:	 mathematical	
       Results of load flow analysis: the software gives the                     modelling	of	the	train	(moving	load)	running
       opportunity to identify the parts with most losses in
       order to reduce them.                                                     x=	train	position	and	L=	line	length


                                        Expected outputs & results
•      Analysis and modelling of energy flows inside the            •      Specification, architecture, energy saving targets
       track side distribution systems and results with a                  and	results	on	a	2x1.5kV	DC	power	supply	system.
       multi-train	simulator	tool.                                  •	     Specification	 of	 innovative	 architecture	 for	 AC	
•      Evaluation and specification of components and                      traction system: supply connections and substation
       system modifications improving energy efficiency of                 configurations.
       existing power supply systems.                               •	     Innovative	 architecture	 for	 AC	 traction	 system:	
•      Specification, architecture, energy saving targets                  supply connections and ESS configurations.
       and	 results	 on	 a	 DC	 reversible	 substation	 	 power	    •	     Change	 proposal	 to	 the	 European	 and	 Worldwide	
       supply system.                                                      standards on railways voltages and feeding
•      Real time energy management module specification                    systems.
       for	 AC/DC	 transport	 systems	 in	 correlation	 with	
       WP2.3.

DC	1:	DC	System	3	kV	(Conventional	OCL)                                        DC	1:	DC	System	3	kV	(SICAT	HD+)
Train	Energy	and	Losses	in	Electrification                                     Train	Energy	and	Losses	in	Electrification
(20	km	distance	between	SS)                                                    (20	km	distance	between	SS)


                                             15,87% Transmission                                                      10,57% Transmission
                                                    losses                                                                   losses


                                               12,07% Train                                                             12,86% Train
                                               conversion losses                                                        conversion losses
71,24%                                                                   75,74%
Traction energy                          0,82%	Conversion	               Traction energy                          0,83%	Conversion	
and energy for auxiliaries               losses of substations           and energy for auxiliaries               losses of substations




DC	System	4	kV	(Conventional	OCL)                                                            7,87% Transmission
Train	Energy	and	Losses	in	Electrification                                                          losses
(20	km	distance	between	SS)
                                                                                              13,35% Train
                                                                                              conversion losses
                                           78,49%
                                           Traction energy                              0,87%	Conversion	
                                           and energy for auxiliaries                   losses of substations




                                                      R&D partners

    SIEMENS	Aktiengesellschaft	(Germany),	ALSTOM	Transport	SA	(France)	,	VUZ	(Czech	Republic),	UIC	(International),	
                     RFI,	NITEL	Consorzio	Nazionale	Interuniversitario	Trasporti	e	Logistica	(Italy)


                                                Contact persons:
                                    SP	leaders	Mr.	Claudio	Spalvieri,	RFI,	c.spalvieri@rfi.it.
                                             Mr.	Luca	Trinca,	RFI,	l.trinca@rfi.it
                                                                               SP4 NRG Components

                             Subproject relevance for Railenergy
The subproject NRG Components is focussed on the              The three innovative components that are investigated in
onboard efficiency improvement by implementation of           SP4 Components are:
several innovative components. The improvement can be         •    On-board energy storage technology and systems
realized by considering the recovery of braking and re-used        for railways
waste heat energy, as well as the optimized management
of the power flow during vehicle operation. Return energy     •    Waste Heat Utilization of Diesel Motor and Converter
can be a substantial part of the overall consumption for           Energy for Air Conditioning of Passenger & Driver’s
railway operation, thus this subproject has a natural and          Cabs
relevant role.                                                •    Eco Metering, Driving and Driver Machine Interface
                                                                   (DMI)



                                              Main objectives
According to the scope of the subproject, four main           •    Formulate and optimise a concept for waste-heat re-
objectives can be identified:                                      use in passenger carrying Multiple Units, including
•    Look at the energy efficiency benefits of electrical          the evaluation of energy savings and potential
     brake energy recovery and new battery-fed                     operating cost reductions at train level, also
     sustainable systems                                           investigating implementation effort required and side
                                                                   benefits
•    Verify benefits (e.g. environmental, economic),
     targets in fuel and emission savings, evaluate system    •    Develop a user friendly interaction with the driver
     benefits (CO2 reduction, fuel savings, etc.) and check        (DMI) for an existing Drive Style Manager for both
     safety issues of such on-board energy storage                 Multiple Units and Locomotives
     technology for railway applications



                                                    Methods
A more efficient on board generation and distribution         •    studying, in an integrated way, the operating
represents a significant contribution to the overall               conditions with this equipment
energy efficiency of a transport system. The subproject       •    discovering and testing new architectures
will be focused on evaluating the options for railway
vehicles equipped with electric or diesel-electric drives,    •    applying new control
and on evaluating the potential of “On Board Innovative
Components”. The optimisation of the energy consumption
is achieved not only through the application of these new
hardware technologies, but also by:
                                   Expected Outputs & Results
•   Models of energy flow with special regard to energy       •    Formulation of a prototype for waste-heat re-use
    aspects of the new innovative components and              •    Concept formulation for a prototype of the DMI for
    interfaces                                                     eco-driving including functional diagram and detailed
•   Innovative On-board energy storage technology and              specifications for the various subsystems
    system for railways
•   Selection of test vehicle and suitable storage
    technology




                                                 R&D partners

Tenitalia S.p.A. (Italy) , Alstom Transport SA (France) , AnsaldoBreda S.p.A. (Italy), Banverket (Sweden), Corys T.E.S.S.
             (France), Saft S.A. (France), Bombardier Transportation GmbH (Germany), Siemens (Germany)


                                             Contact person:
       SP leader Christian Lauszat, Bombardier Transportation, christian.lauszat@de.transport.bombardier.com.
                                                                                          SP5 NRG Traction


                             Subproject relevance for Railenergy
NRG Traction is focussed on the efficiency improvement          •	   Medium	frequency	transformer
of the traction unit including the transformers. As the         •	   Permanent	magnet	motor/generator
traction energy is one of the most important for the entire
energy consumption for railway operation, this subproject       •	   Superconducting	transformer
has a natural and relevant role.

The three innovative components that are investigated in
SP5 Traction are:


                                               Main objectives

According to the scope of the SP, four main objectives can      An example of the work ongoing at the moment is the
be identified:                                                  design of a new innovative Traction Transformer Systems,
•	   Analysis	 and	 modelling	 of	 energy	 flow	 inside	 the	   which can replace conventional transformers in future
     energy generation and distribution system with             distributed-power	 multi-system	 high-speed	 passenger	
     special regard to energy aspects of the new                trains. This is the type of trains where the use is found to
     innovative components and interfaces between               be most interesting commercially.
     them.
•	   Medium-frequency	energy	distribution
•	   Innovative	energy	efficient	and	mass	reduced	diesel	
     electric propulsion systems
•	   Superconducting	 transformers	 and	 inductances	 for	
     railway traction application




                             Medium-frequency	multiple	and	single	transformer	concepts
                                                      Methods
A more efficient on board generation and distribution           •	   studying,	 in	 an	 integrated	 way,	 the	 operating	
represents a significant contribution to the overall energy          conditions	with	this	equipment
efficiency of a transport system. The subproject will be        •	   discovering	and	testing	new	architectures
focused on the major components, related to generation
                                                                •	   applying	new	control
and distribution: innovative generator, traction motor and
main transformer solutions. The optimisation of the energy
consumption is achieved not only through the application
of these new hardware technologies, but also by:




                                    Expected Outputs & Results
The subproject NRG Traction is working on the following         •	   Medium	frequency	transformers	based	on	available	
expected outputs:                                                    and emerging power semiconductors.
•	   Models	of	energy	flow	inside	the	energy	generation	        •	   Permanent	 magnet	 excited	 generator	 and	 traction	
     and distribution system with special regard to energy           motors
     aspects of the new innovative components and               •	   Optimised	hybrid	(diesel	electric)	system
     interfaces
•	   Innovative	 cooling	 circuit	 for	 new	 superconducting	
     wire transformers




                                                  R&D partners

  NITEL	Consorzio	Nazionale	Interuniversitario	Trasporti	e	Logistica	(Italy),	SIEMENS	Aktiengesellschaft	(Germany),	
   ALSTOM	Transport	SA	(France),	ANSALDOBREDA	S.p.A.	(Italy),	BOMBARDIER	Transportation	GmbH	(Germany)	


                                               Contact person:
                          	SP	leader	Dr.	Uwe	Henning,	Siemens,	uwe.dr.henning@siemens.com.
                                                                                                  SP6 NRG Topologies


                                       Subproject relevance for Railenergy
 The subproject NRG Topologies is focussed on the energy                    than having many optimal subsystems that do not work
 efficiency improvements related to optimised technical                     efficient together due to either their interdependence or
 layouts inside the train. It is vital for a high quality train             their control as one onboard system.
 that all systems are integrated in an optimal way, rather



                                                            Main objectives

 According to the scope of the subproject, four main                        •	    Control	Algorithms	for	Traction	Systems
 objectives can be identified:                                              •	    Auxiliary	Power	System	Topologies
 •	        Analysis	 and	 modelling	 of	 energy	 flow	 inside	 the	         •	    Innovative	Converter	Cooling	Systems
           energy generation and distribution system with
           special regard to energy aspects of the new
           innovative topologies and control algorithms and
           interfaces between them.


                                                              Methods
A more efficient on board generation and distribution                      •	    Studying,	 in	 an	 integrated	 way,	 the	 operating	
represents a significant contribution to the overall energy                      conditions with this equipment
efficiency of a transport system. The subproject will be                   •	    Discovering	and	testing	new	architectures
focused on the major control algorithms and topologies,
related	to	converter	cooling,	auxiliary	system	and	traction	               •	    Applying	new	control
control. The optimisation of the energy consumption is
                                                                           Expected	benefits	are:
achieved not only through the application of these new
hardware and software technologies, but also by:



Figure 1: Loco model power/energy layer



      Line supply         Line interface           Traction                           Traction          Wheel, gear      Train driver
          port      PL   (Trafo or filter)   PT   converter           PE            (Induction)   PM
                                                                                                         box and             port
                                                                PA                     Motor              bogie



                                                     P CC        Auxiliary
                                                                 converter
                                                                                      P CM


                                                   Traction                          Traction
                              P TC                converter                           Motor
                                                   cooling     PCCS      PCMS        Cooling
                                                    system            PTS             system


                                                                    Train
                                                                 supply port
                                     Expected Outputs & Results

The subproject NRG Topologies is working on the following
expected	outputs:
•	     Customisation	and	application	of	models	for	
       integration purposes (into the overall modelling
       framework	developed	within	the	SP	Integrated	NRG	
       Efficiency Management)
•	     Simulation	module	of	the	optimised	control	for	on-
       board traction
•	     Simulation	module	and	prototype	of	auxiliary	power	
       supply to optimise efficiency on intermediate
       operating points
•	     Simulation	module	of	a	centralized	and	optimised	
       cooling	system	for	traction	and	auxiliary	converters



                                          Figure 2: Loco centralized cooling
                                                    system with recover of waste energy




                                                  R&D partners

     NITEL	Consorzio	Nazionale	Interuniversitario	Trasporti	e	Logistica	(Italy),	SIEMENS	Aktiengesellschaft	(Germany),	
      ALSTOM	Transport	SA	(France),	ANSALDOBREDA	S.p.A.	(Italy),	BOMBARDIER	Transportation	GmbH	(Germany),	
                                      FAIVELEY	Transport	(Italy),	SCIROIDEA	(Italy)			


                                                 Contact person:
                        	SP	leader	Mr.	Luigi	Accardo,	Ansaldobreda,	accardo.luigi@ansaldobreda.it.

								
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