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Regenerative braking for high speed trains

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  1. Tez No: 401145
  2. Yazar: SEDAT BEKİROĞLU
  3. Danışmanlar: DR. STUART HILLMANSEN
  4. Tez Türü: Yüksek Lisans
  5. Konular: Makine Mühendisliği, Mechanical Engineering
  6. Anahtar Kelimeler: Belirtilmemiş.
  7. Yıl: 2011
  8. Dil: İngilizce
  9. Üniversite: The University of Birmingham
  10. Enstitü: Yurtdışı Enstitü
  11. Ana Bilim Dalı: Belirtilmemiş.
  12. Bilim Dalı: Belirtilmemiş.
  13. Sayfa Sayısı: 58

Özet

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Özet (Çeviri)

The author will review a range of energy storage systems, railway electrification, power distribution systems, traction motors, power electronic controllers and a railway simulator used for two trains on different routes and scenarios in terms of braking energy recovery. Currently, energy storage systems enable to use regenerative energy in railway systems. Two types of energy storage systems are used for regenerative braking. These are supercapacitors and batteries and in this section, the purpose of using them will be discussed and compared each other in terms of differences, advantages and disadvantages. Then, the applications for regenerative braking will be introduced which are on board equipments and substation storage systems. These applications will be discussed and evaluated. There are two types of electrification systems for railways which are direct current (DC) and alternating current (AC) systems. DC systems are used for metro and light rail systems, on the other hand, AC systems are used for high speed lines, suburban and freight network. In general, DC systems offer better operation for short distances such as metro and light rail. Moreover, it is safer for high populated areas. However, for long distances, AC is better in terms of sufficient and efficient energy transmission thanks to transformers so high speed trains use AC network. There are two types of AC electrification systems, which are low and standard frequency systems. In this section, these different types of electrification systems are discussed and compared each other. Effectiveness and efficiency have vital importance on energy providing so booster transformers and autotransformers are in use to minimise losses and provide sufficient operation. AC railway systems use overhead wires, distribution transformers and protection systems to provide electric power for trains. The trains use pantographs to collect current from overhead lines. In this point, the contact between pantograph and overhead wires must be sufficient for traction power. In this section, the key issues, which are important for overhead wires and pantographs, will be explained and evaluated. DC traction motors are easy to control and drive so they have been used for many applications. But, on the other hand, their maintenance is expensive. Therefore, AC motors are mostly preferred for traction purposes of railways. In this section, AC traction motors will be introduced and their advantages and disadvantages will be discussed. Nowadays, the latest developments in power electromcs technology offer to use them in a wide range of applications. The power electronic devices provide energy conversion from DC to AC, vice versa, AC to AC or AC so they have vital importance on driving and controlling traction motors and power conversion systems. In this section, various types of power electronics components will be explained and their applications will be explained. Railways are complex systems so managing them is quite difficult. Due to theare various types of systems and their subsystems. Simulators provide to imitate of railway systems and their operations. The real system of railway systems cannot be easily tested so simulators provide changes every parameter in virtual environment. Using this railway simulator, significant amount of time and cost can be reduced. Therefore using this railway simulator is a great idea to manage railway systems. In this thesis, a railway simulator, which is designed by Prof S. Hillmansen, is used. In this simulator, two trains, the Pendolino and Velaro, will be simulated and tested in terms of traction and regenerative braking energy, hybridity and journey time. There are a number of test routes to compare these trains each other and these test routes differs each other in terms of gradient and altitude, number and location of stations, length of routes and speed limits. In this chapter, the test results will be given and compared each other and they will be discussed.

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