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Vitaly Gelman
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BRAKING ENERGY
RECUPERATION
Reversible Thyristor-Controlled Rectifiers
Vitaly Gelman
82 |||
1556-6072/09/$26.002009IEEE
Proper design of the regulator requires the use of feedback, typically multiloop arrangements (regulation of the
two parameters is needed: voltage and current). Moreover, the operation of the TCR is nonlinear: there is a voltage regulation operating region, a voltage-starving region
(the firing angle is minimal, the operation is similar to
SDR), and a current regulation region. Such design necessitates the application of control theory.
It had been field proven in Dallas Area Rapid Transit
(DART) that TCRs with proper regulator work reliably and
without oscillations; they provide voltage/current within
power circuit limitations. While specifying the TCRs, the
transportation agencies need to characterize both static
and dynamic regulator performance along with power
circuit parameters. It is important to request and check
U.S. field references; other locations often have different
requirements and standards.
850
800
750
700
650
600
550
500
Diode Rect
450
TCR
400
0%
100%
200%
300%
400%
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Train Voltage
Rrect RLL x /L Vtrain RLL (Lx)/L Rrect
l1
Rectifier 2
n
n
n
n
Rrect
"
FDAV (v) (0:0025 (N 1)0:00034)140v2
where M is the total train mass in kilograms, N is the number of cars (10), each car has four axles, and v is the train
speed in miles per hour.
The friction force converted to metric units is
1:6
0:454
Ffrict (v) FDAV v(mi=h)
,
3
3:6
0:102
V2
Rectifier 1
Calculations
#
M
M
29 3 4 3 N 1:3 3
, (1)
v 3 0:03
1,000
1,000
l2
Train
Current
V1
RLL (Lx)/L
l2
Rrect
Train Voltage
RLL x /L
Vtrain
Train
Current
V1
84 |||
Pmech
1
,
Req Rrect xL RLL Rrect Lx
L RLL
a
l1
(2)
dv
;
dt
dx
,
dt
(3)
x
Lx
I1 Rrect RLL I2 Rrect
RLL ,
L
L
I1 I2 I ,
x
Lx
RLL I22 :
Loss RLL I12
L
L
(4)
Train Acceleration
Mav
Mv2
,
2
Ffrict (v)v,
Z
Loss,
Z
1
I1 (V Rrect I1 ) I2 (V Rrect I2 ),
grect
(5)
1
1
1
,
Req Rrect xL RLL Rrect Lx
L RLL
a
dv
;
dt
dx
,
dt
Vtrain V IReq :
22
20
(6)
Acceleration (mi/h/s)
18
16
1.5
14
12
10
Speed (mi/h/10)
4
2
0.5
Distance (km)
0
0
0
10 15 20 25 30 35 40 45 50 55 60
60
t
||| 85
[see (4)]. Once the train moves further away, the rail
losses rise rapidly; they reach a maximum in the middle
point between the substations and decline to zero once
the train approaches the next substation. A set speed of
60 mi/h at 800 m (half a mile) is reached from the original
substation or at the middle point.
Once the train gets closer to the middle point, the SDR
current rises disproportionably because of the higher voltage drop in the railshigher current is needed to provide
the power. At the middle point, the SDR train voltage is
about 500-V dc, and for the TCR and RTCR, the train voltage is about 624 V. The TCR/RTCR provides higher train
voltage leading to lower train current and lower rail losses.
22
20
18
16
14
12
10
8
6
4
0
0
10 15 20 25 30 35 40 45 50 55 60
Mechanical
Energy
Friction
Losses
Power
Train
Losses
234
16.9
62.7
Rail
Losses
Rectifier/
Transformer
Losses
Total
Energy
59.1
35.7
5.7
5.3
378.4
354.6
Train Deceleration
Figure 6 shows the results of train
deceleration simulation: traveled distance, speed, acceleration, and train
22
22
Accel (mi/h/s)
20
20
2
18
16
16
1.5
14
10
10
8
Speed (mi/h/10)
6
0.5
86 |||
14
12
12
18
Current (kA)
0
0
10 15 20 25 30 35 40 45 50 55 60
t
Speed
13%
Rail Loss
14%
Mech
Energy 54%
Pwr
Train Loss
14%
Friction 4%
||| 87
88 |||
RTCR Cost
TSR Cost
SDR Cost
RTCR/SDR Saving
120.0
100.0
80.0
50.0
60.0
40.0
20.0
0.0
0
10
15
Years
20
25
30
140.0
40.0
30.0
20.0
10.0
0.0
5
upgrade of existing SDR system calling for adding additional SDR substations, an upgrade to the RTCR offers an
attractive alternative:
n no new substations with related real estate cost
n capital expenditures with payback period of less than
two years
n substantial energy savings
n the performance improvement up to 60% is a free
benefit.
Figure 11 shows the savings of the substation upgrade
from SDR to RTCR.
Conclusions
This article estimates energy savings through braking
energy recuperation and capital cost savings through
increased substation spacing. The TCRs provide advantages over diode rectifiers: better voltage regulation and
fault current limiting translating into some operational
savings (energy savings through increased dc bus voltage,
improved service life) and capital savings (reduced number of substations).
Assuming just 15% spacing increase in the new substation installations, capital savings with TCR are more than
10%. The additional savings with RTCR over SDR are
through braking energy recuperation back to the ac line.
Energy savings can be as high as 50% depending on the
train speed profile, train car efficiency, rail resistance, etc.
Upgrading existing SDR substations to RTCR gives
substantial energy savings and has a payback of two to two
and a half years, improving throughput up to 60% without
incurring additional real estate and construction expenses.
10
15
Years
20
25
30
10.0
Acknowledgments
The author acknowledges Tom Young of Reuel for emphasizing the subject of TCR energy recuperation; Bob Puciloski and Asha Handa-Pierre from Long Island Rail Road
(LIRR) and Gordon Yu from SYSTRA for supplying application data on M7 trains operation; Chuck Ross of PGH Wong
Engineering, John Frederick of Precision Power Systems
and Technology (PPST), Steve Sims of Bay Area Rapid
Transit (BART), and Raymond Stritmatter of Parsons for
supplying equipment and installation data and helpful discussions on the subject.
Author Information
Vitaly Gelman (vgelman@vgcontrols.com) received
his M.S.E.E. degree in 1976 from Moscow Power University. He is the president and founder of VG Controls,
which has been providing traction products and other
industrial electronic products since 1984 for companies like Asea Brown Boveri (ABB), BART, LIRR, Powell,
Controlled Power Corporation (CPC), Phelps Dodge,
and others.
Reference
[1] V. Gelman and S. Sagareli, Implementation of new technologies in
traction power systems, in Proc. JRC 2004: 2004 ASME/IEEE Joint Rail
Conf., pp. 141146.
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