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General information
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Description
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Power losses in catenary are proportional to I2, the square of catenary current. From an energy efficiency perspective, it is therefore desirable to have low currents. On the other hand, traction power is P = U ? I, meaning that the current needed depends on the voltage. Since catenary voltage U drops with distance from substation, the current I would accordingly increase, leading to higher losses. This may be avoided by reducing power intake of traction unit according to distance from substation.
Such a system is realised on most new electric vehicles. An on-board sensor measures catenary voltage and regulates the maximum power intake in order to avoid high currents. As a consequence, acceleration performance on part of the network is slightly reduced and therefore running time is slightly increased.
Most new electric stock are equipped with such a control tool. A retrofit of old vehicles is not feasible. |
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General criteria
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Status of development: in use |
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Technology is a standard on new electric stock. |
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Time horizon for broad application: now |
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(no details available) |
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Expected technological development: (no data) |
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(no details available) |
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Motivation:
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Current limitation
High currents are a problem for on-board power electronics.
Reduction of traction losses is just a side effect. |
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Benefits (other than environmental): medium |
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Current limitation
Excessively high currents have a negative effect on traction power
electronics. |
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Barriers: medium |
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Retrofit of old vehicles is not feasible. |
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Success factors:
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(no details available) |
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Applicability for railway segments: high |
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Type of traction: electric - DC, electric - AC
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Type of transportation: passenger - main lines, passenger - high speed, passenger - regional lines, passenger - suburban lines, freight
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(no details available) |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: (no data) |
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Share of newly purchased stock: (no data) |
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(no details available) |
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Market potential (railways): high |
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(no details available) |
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Example:
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(no details available) |
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Environmental criteria
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Impacts on energy efficiency:
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Energy efficiency potential for single vehicle: < 2% |
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Energy efficiency potential throughout fleet: < 1% |
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No data on saving effect are available. Given that catenary losses account for about 10% of the energy drawn from substations, and the fact that the control tool regulates the current only within a small range, the overall saving potential will be less than 2%. |
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Other environmental impacts: neutral |
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(no details available) |
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Economic criteria
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Vehicle - fix costs: low |
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As part of new vehicles, the control tool does virtually not increase the vehicle price. |
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Vehicle - running costs: minor reduction |
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(no details available) |
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Infrastructure - fix costs: none |
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(no details available) |
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Infrastructure - running costs: unchanged |
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(no details available) |
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Scale effects: none |
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Being a standard in new electric stock already, additional scale effects are not to be expected. |
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Amortisation: < 1 year |
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(no details available) |
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Application outside railway sector (this technology is railway specific)
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Overall rating
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Overall potential: interesting |
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Time horizon: short-term |
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A control mechanism for power intake has become a standard in new electric stock. The saving potential is moderate. Since a retrofit of old stock is not possible, the diffusion of the technology does not depend on any additional efforts on the part of railways. |
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date created: 2002-10-09
