Abstract
Implementing high-speed trains on Polish railway lines requires a new approach to the issue of power and energy supply via a 3 kV DC power system. Due to the control systems used, modern rolling stock equipped with asynchronous drive allows maintaining a set speed, as far as a locomotive’s power and voltage in a catenary allow it. Characteristics of traction vehicles with asynchronous drives enables run at voltage lower than the rated voltage, however, it entails decrease of consumed power (required for locomotives with power above 2 MW) and loss of motion dynamics. Modernisation of a railway power supply system conducted in Poland since the mid-1990s of the 20th century has intensified in the past couple of years (so-called MUZ-I program) due to the purchase of Pendolino trains, and it primarily include the main lines. A number of modernisation investments (lines E65, E20, E30) are implemented with co-financing from the EU funds. Due to the predicted trains’ speed (200 km/h and above), in order to fulfil the requirements specified in TSI, a power supply system on these lines should ensure achieving high parameters, that is supply of trains with current up to 3.2 kA, while the so-called mean useful voltage should not be lower than 2.8 kV. The article presents solutions introduced on Polish railway and aiming at adjusting the power supply used to the TSI requirements. The range of conducted modernisation works allows for conclusion that the process is in fact a re-electrification of railway power supply systems.
Highlights
A 3 kV DC system used in Poland since 1936 is capable of supply of energy for operation of vehicles with speeds up to 220÷250 km/h and power in the range of 6÷8 MW, provided that it is enhanced, since higher power consumption leads to considerable voltage drops and high loads
Issues of cooperation between a power supply system and traction vehicles on the interoperable lines, that is governed by TSI rules and regulations (Technical Specification for Interoperability), and all railway lines should be subject to plans of adjustment to TSI requirements (EU, 2014) – standard (PN-EN 50388)
ETV should have the possibility of automatic control of consumption of current Ic depending on voltage conditions in a catenary. This applies to a too weak power supply system, that is a one not suited for consumption of high power or for operation under emergency conditions, which has been presented in Fig. 2 (Standard PN-EN 50388, section 7.2.)
Summary
A 3 kV DC system used in Poland since 1936 is capable of supply of energy for operation of vehicles with speeds up to 220÷250 km/h and power in the range of 6÷8 MW, provided that it is enhanced, since higher power consumption leads to considerable voltage drops and high loads. Modernisation of a power supply system (PSS) consists in increasing a cross-section of a catenary, decreasing distance between substations, and increasing power installed in substations (to above 10 MW) (Jabr & Dzafic, 2017; Jefimowski, 2016; Kuznetsov et al, 2015; Lewandowski, 2012; Ministry of Infrastructure, 2008; PN EN 50122 – 1, 2, 3; PN EN 50388; EU, 2014; Technical standards, 2010; Sychenko et al, 2015; Szeląg & Mierzejewski, 2005) It required a significant growth in the investment expenditures. From the second half of the 1990s onwards, Poland witnessed undertaking of a program for modernisation of the main lines It has mainly aimed at increasing speeds up to 160÷200 km/h and adjusting railway line infrastructure (including traction power engineering of power supply systems, catenary and non-traction load lines) to the requirements of European standards and regulations. Until 2007, traction substations were divided in terms of ownership, currently, they are mainly the assets of PKP ENERGETYKA S.A. (a privatised company)
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