ENERGY EFFICIENCY IN ELECTRIC

TRACTION SUPPLY

INCREASING THE EFFICIENCY FROM SUBSTATION TO

PANTOGRAPH… AND BACK

Control strategies

Power Electronics

OVERVIEW

Higher Efficiency

Lower Resistance

more copper in overhead

lines

smaller distances

Higher System Voltage

Brussels - Luxembourg

3 kV 2x25 kV

Norway 1x15 kV

2x15 kV

Netherlands 1.5 kV 3 kV?

Discussion: other system voltages

possible/desirable?

Better Recuperation of Braking Energy

Improve interchange

between trains: RPC, Japan

Energy Storage

•Flywheels

•Battery storage

•Ultracaps

Feed back to utility grid/own grid

•STIB-MIVB, Brussels

Other?

OVERVIEW

• Speakers: • Energy utilisation in a.c. traction power supply system by

introducing RPC (Railway Static Power Conditioner)

Kazumi Nagano, East Japan Railway Company, Japan

• Braking Energy Recovery – from simulations to tangible results

Ricardo Barrero, STIB-MIVB, Belgium

• Energy efficiency by increasing the traction power supply voltage

Fedor ten Harve & Marcel Walraven, ProRail, The Netherlands

Braking Energy Recovery From simulations to tangible results

Ricardo Barrero

Environmental Technology Officer

STIB-MIVB

PRESENTATION AS PREZI

http://prezi.com/nsnstlepohex/?utm_campaign=share&utm_medium=copy&rc=ex0share

The next slides are some screen shots from this Prezi.

ENERGY EFFICIENCY BY

INCREASING THE TRACTION POWER

SUPPLY VOLTAGE

MARCEL WALRAVEN AND FEDOR TEN HARVE

Introduction ProRail • Independent

• Railinfrastructure manager

• Railinfra network operator

INTRODUCTION PRORAIL

FACTS & FIGURES

HISTORY OF TRACTION ENERGY

ENERGY USAGE / BALANCE Energy from

public grid

Energy for pantograh

auxiliary systems train

Power for Traction

Energy needed for driving

energy uses air-resistance

energylosses during braking

energy uses mass, friction

Power efficiency installation

Energy losses

Power supply

Catenary

earthing

energy use of assets in the railway

ANALYSIS OF ENERGY EFFECTS

RE-EVALUATION OF TRACTION SYSTEM 2011/2012

rlil bij 1,5 kV

Po

we

r co

nsu

mp

tio

n s

ub

stat

ion

Po

we

r co

nsu

mp

tio

n t

rain

Syst

em

lo

sse

s

Re

gen

. b

reak

Po

we

r co

ns.

su

bst

atio

n

Po

pw

er

con

sum

pti

on

tra

in

N L

Reg

ener

ativ

e b

raki

ng

Savings at substation

by regenerative

breaking at 3 kV

More traction power at 3 kV

rlil bij 1,5 kV

3 kV 100%

regenerative breaking

1500 V Current situation 50% regenerative

breaking

ANALYSIS OF ENERGY EFFECTS less energy

consumption

Power per train Achievable acceleration

ANALYSIS OF TRAVEL TIME SAVINGS EFFECT

MONETARY BENEFITS (INDICATIVE)

Energy

- Efficiency

- More recuperation

- 20 - 22% saving

- 290 GWh/yr or 133 kton CO2/yr

€.. mio/yr

Travel time

- Travel time savings (passenger)

- Excl benefits intercity trains

- Rolling stock reduction

7 - 14 sec saving in timetable per stop

€.. mio/yr

• Exclusing freight and regional traffic

MIGRATION PLAN

COSTS (INDICATIVE)

.. mio .. mio*

.. mio

Exclusing freight and regional traffic

INDICATION OF CASH FLOWS (INDICATIVE)

-800

-600

-400

-200

0

200

400

600

800

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49Ast

ite

l

Basis variant 3 kV

Baten energiebesparing

baten rijtijden winst

baten co2 reductie

ncw

investering materieel

investering infra

CONCLUSION

• Increasing power supply voltage effects energy

and travel time savings.

• A decision has not made yet

REGENERATIVE ENERGY UTILIZATION

IN A.C. TRACTION POWER SUPPLY

SYSTEM BY INTRODUCING RPC

( RAILWAY STATIC POWER CONDITIONER )

KAZUMI NAGANO

EAST JAPAN RAILWAY COMPANY

OUTLINE

• BACKGROUND

• INTRODUCTION

• BODY

• CONCLUSION AND FUTURE WORK

• BACKGROUND

• INTRODUCTION

• BODY

• CONCLUSION AND FUTURE WORK

High Speed Railway

Conventional Railway

A.C. 25kV

D.C. 1.5kV

A.C. 20kV

Tokyo

Sendai

Aomori

Sapporo

Nagoya

Kyoto

Osaka

Akita

Niigata

Hiroshima

Hakata

Nagasaki

Kagoshima

Fukushima

Kumamoto

Morioka

Nagano

Hakodate

TRACTION POWER SUPPLY SYSTEM IN JAPAN

13.2%

65.6% 21.2%

D.C. traction power supply system is

usually applied in subway and urban area.

A.C. traction power supply system is

usually applied in high speed railway and local line.

East Japan

Railway Company

0

2000

4000

6000

8000

10000

12000

14000

1994 2008 2010 2012

vehi

cle

num

ber

year

conventional

regenerative braking, VVVF inverter

TRAIN IN EAST JAPAN RAILWAY COMPANY

90%

Most vehicle use regenerative braking system in 2012.

We have continuingly made effort to reduce energy consumption by

regenerative energy utilization.

JNR 415 series (1971)

JRE 531 series (2005)

REGENERATIVE ENERGY UTILIZATION

• Regenerative inverter

• Energy storage system

• RPC (Railway static Power Conditioner)

Regenerative energy utilization methods

Haijima Substation Energy storage system has

already introduced in DC traction

power supply system.

First Li-ion battery has introduced

at HAIJIMA Substation in

February 2013.

ENERGY STORAGE SYSTEM

Consumption power is reduced about 1MWh/day. (5% of total)

Diode Rectifier

(ex. AC1.2kV/DC1.5kV)

Traction Transformer

(ex. AC22kV/AC1.2kV)

Distribution Transformer

(ex. AC22kV/AC6.6kV)

Traction loadsStation and

signaling loadEnergy

Storage

Battery

Battery system is connected to DC 1.5kV bus and charge and

discharge of the batteries are controlled by DC/DC converters.

• Li-ion battery

• battery capacity : 170V, 5.5Ah

• rated capacity : 2000kW

Specification

Figure : circuit configuration of energy storage system

• Regenerative inverter

• Energy storage system

• RPC (Railway static Power Conditioner)

Regenerative energy utilization methods

Hachinohe Substation RPC has already installed some

traction substations for high

speed railway in Japan.

The purpose is not for

regenerative energy utilization.

OUTLINE OF RPC

effective power interchange

var compensation

PT QT

PT + PC PM - PC

QT PC PC

PC QM

QM

PM

Scott connected transformer

inverter inverter

var compensation

Main phase Teaser

RPC

We introduced RPC as regenerative energy utilization for the fist time.

Purpose

• Compensation for three phase unbalance

• Voltage compensation

OUTLINE OF RPC

power grid

Regenerative power is back-flown to the power grid.

Substation Substation

power grid

regenerative powering Neutral section

Sectioning

Post

AC TRACTION POWER SUPPLY SYSTEM

The regenerative power is not consumed unless powering train is in the same feeder section.

classify the feeder section between substations

Substation Substation

power grid power grid

regenerative powering

Sectioning

Post

inverter inverter RPC

AC DC AC

Neutral section

It becomes possible to increases the utilization opportunity of the regenerative energy

in ac traction power supply circuits.

AC TRACTION POWER SUPPLY SYSTEM

• BACKGROUND

• INTRODUCTION

• BODY

• CONCLUSION AND FUTURE WORK

High Speed Railway

Conventional Railway

A.C. 25kV

D.C. 1.5kV

A.C. 20kV

Tokyo

Sendai

Aomori

Sapporo

Nagoya

Kyoto

Osaka

Akita

Niigata

Hiroshima

Hakata

Nagasaki

Kagoshima

Fukushima

Kumamoto

Morioka

Nagano

Hakodate

ENVIRONMENT OF USHIKU SECTIONING POST

Tokyo St.

Ueno St.

JOBAN Line

Mito St.

TSUCHIURA

Substation

FUJISHIRO

Substation

USHIKU Sectioning Post

50 km

E531 E657 EH500

Train type local train limited express freight car

Brake type regenerative brake regenerative brake dynamic braking

Number / day 136 74 6

Rated power 3360 kW 3480 kW 3390 kW

10.51 km 14.07 km

Arakawa

oki St.

Tsuchiura

St.

Hitachino

ushiku St.

Sanuki

St.

Ushiku

St.

Fujishiro

St.

Fujishiro

Substation

Tsuchiura

Substation

Ushiku

Sectioning Post

ENVIRONMENT OF USHIKU SECTIONING POST

Teaser

DC

feeding

AC feeding

Ushiku

direction

signal high

voltage

distribution

Fujishiro Substation Tsuchiura Substation

signal high

voltage

distribution

AC feeding

Ushiku

direction

AC

feeding

Main phase

66/22kV 66/6.6kV 66/22kV 66/

6.6kV

66/

1.2kV

ENVIRONMENT OF USHIKU SECTIONING POST

Fujishiro

Substation

Tsuchiura

Substation -9.8MWh -7.0MWh 53.6MWh 92.1MWh

Surplus regenerative power is about 500MWh per month

consumptionsurplus

regenerativeconsumption

surplus

regenerative

53.6 MWh / day -9.8 MWh / day 92.1 MWh / day -7.0 MWh / day

Fujishiro Substation Tsuchiura Substation

regenerative rate ： 18.3 % regenerative rate ： 7.6 %

ENVIRONMENT OF USHIKU SECTIONING POST

• BACKGROUND

• INTRODUCTION

• BODY

• CONCLUSION AND FUTURE WORK

CONTROL SYSTEM OF RPC

Teaser

Fujishiro Substation Tsuchiura Substation

Main

phase

Ushiku Sectioning Post

22/

3.25kV

calculate

power

calculate

power

calculate interchange power

When consumption power of a substation is plus and other substation is minus

RPC interchanges regenerative power

22/

3.25kV

RPC

-5

-1 +1

+1

-1

-1 3

+2 +1 -5

+2 +1

+1

-4

-4

+2 +1

+3

Ex2 regenerative:5 , consumption:1 (Fujishiro) / consumption:2 and 1 (Tsuchiura)

RPC

-3

+1 +1

+1

-1

2

+3 +1 -3

+3 +1

+1

-3

-2

+3 +1

+4

Ex1 regenerative:3 , consumption:1 (Fujishiro) / consumption:3 and 1 (Tsuchiura)

+2

+1

+1

CONTROL SYSTEM OF RPC

RPC INV/CONV

DC 6kV

Tr.1

22/3.25kV

Tr.2

22/3.25kV

transformer

INV/CONV

RPC control panel

• rated output : 1.3MVA

• rated voltage : 22 / 3.25kV

• rated frequency : 50Hz

• overload capacity : 5.3MW , 1

min.

• response speed : within 1 sec.

Specification of RPC

CONTROL SYSTEM OF RPC

EFFECT OF INTRODUCING RPC

0

1000

2000

3000

0 4 8 12 16 20 24

Pow

er [

kW ]

Time [hour]

Interchange power ( Fujishiro ⇒ Tsuchiura )

0

1000

2000

3000

0 4 8 12 16 20 24

Pow

er [

kW ]

Time [hour]

Interchange power ( Tsuchiura ⇒ Fujishiro )

First train Last train

First train Last train

RPC interchanges regenerative power from the first train to the last train.

Figure : Interchange power by RPC for one day

Surplus regenerative power is reduced about 220MWh / month.

Fujishiro TsuchiuraFujishiro →

Tsuchiura

Tsuchiura →

FujishiroTotal

day 1 (Jan. 31) 57.1 MWh 101.3 MWh 4.8 MWh 2.8 MWh 7.6 MWh

day 2 (Feb. 1) 54.1 MWh 101.0 MWh 4.9 MWh 2.7 MWh 7.6 MWh

day 3 (Feb. 2) 44.8 MWh 94.3 MWh 4.0 MWh 2.2 MWh 6.2 MWh

day 4 (Apr. 24) 47.3 MWh 83.5 MWh 4.7 MWh 3.0 MWh 7.7 MWh

day 5 (Apr. 25) 48.8 MWh 85.0 MWh 4.6 MWh 3.1 MWh 7.7 MWh

Interchange powerconsumption power

Table : Interchange power after introducing RPC

delay of trains

RPC will turn a profit after 14 years, when this energy saving effect continues.

Total interchange power is about 7.6MWh / day.

EFFECT OF INTRODUCING RPC

• BACKGROUND

• INTRODUCTION

• BODY

• CONCLUSION AND FUTURE WORK

CONCLUSION

• RPC has started operation since the February 2014 at

Ushiku sectioning post of Joban Line.

• Before RPC introduction, surplus regenerative power is

about 500MWh per month.

• Surplus regenerative power is reduced about 220MWh per

month by introducing RPC.

FUTURE WORK

• Stable operation of RPC is a future work.

• We verify the effect of RPC continuingly.

This is the end of my presentation.

Thank you for your kind attention.