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This paper analyzes the timetable impact on the energy consumption of a subway line. In most timetable studies, simplified models are used and can lead to misestimation of the braking energy and thus the energy transfer between braking vehicles and accelerating vehicles. In this paper, specific attention is paid to the models of the vehicles, the traction power substation, and the rail supply network to enable an accurate estimation of the energy consumption. The energetic macroscopic representation formalism is used to organize the models of the subsystems so they have the right interactions. The developed model is validated by experimental tests on a real subway line. The error on the global energy consumption is lower than 2.2%. The model is then employed to examine the influence of the vehicle time interval on energy consumption. A 10-second adjustment in this time interval can result in a substantial 22% decrease in energy consumption for the analyzed real subway line.

Simulation is a valuable tool to evaluate energy consumptions and design of railway systems. The system limitations have an important influence on the system behavior and must be taken into account in the simulation. Especially, the electro-mechanical limitations have an impact on the kinematical behavior. However, such limitations are often neglected in classical studies. This paper deals with the development of an adaptive electro-kinematical simulation to adapt the kinematical behavior according to the system’s limitations. A flexible simulation tool is obtained by taking into account electrical, mechanical, and kinematical limitations. This tool is experimentally validated on a real railway track. It is then used to study solutions to increase the transport capacity of a subway system, even when limitations occur.

Multi-train systems are complex to study due to the size of the system and its specificities. To tackle these difficulties, this paper develops a reduced-scale power Hardware-In-the-Loop (HIL) simulation dedicated to subway lines emulations. Energetic Macroscopic Representation (EMR) is used to organize the HIL simulation. A first mono-train HIL simulation is developed and validated by experimental results. The HIL simulation is then extended to a two-train study to analyze the different power flows between subsystems.

Simulation is a valuable way to develop cleaner transportation systems. Nevertheless, the complexity of this kind of system conducts to complex models, especially to take into account non-linear aspects of traction power substations (TPS). This paper proposes thus different TPS models based on the Energetic Macroscopic Representation. An appropriate model is deduced from comparisons between the different models to realize energetic studies. It is finally applied to the simulation of a simple subway line, which is experimentally validated.

This paper studies the influence of an Energy Storage System (ESS) on the fuel consumption of a diesel-electric locomotive. First, an energetic model of a diesel-electric locomotive is established using Energetic Macroscopic Representation. An inversion-based control is deduced, and the model is validated by experimental results on a real locomotive. Secondly, from this validated model, a battery/supercapacitor ESS is added in simulation in order to study the benefit of the hybridization before integration on the real vehicle. The simulations show that a simple energy management based on a frequency approach allows the reduction of 25% the fuel consumption on a real drive cycle.

This paper aims to compare different models and simulation approaches for an energetic simulation of an automatic subway. For this purpose, several models are carried out from a dynamic model which is validated by comparison with experimental measurements. Furthermore, two different simulation approaches are compared: backward and forward approaches. A simplified model is obtained and allows the reduction of the simulation time by 96 compared to the dynamic model by keeping an accuracy of more than 99 %.

The paper deals with the design and the control of a battery/supercapacitors energy storage system for a CVT-based hybrid electric truck. The battery/supercapacitors system is used as a secondary source in the vehicle instead of using a battery like conventional hybrid vehicles. The proposed vehicle represents then a complex system to control. Simulation results on a real driving cycle validate the energy management of the hybrid truck. The supercapacitors bank enables to avoid some battery current peaks, what is interesting for the battery lifetime. The battery size is furthermore reduced in comparison to a battery-only hybrid truck.

A medium-duty parallel Hybrid Electric Truck (HET) with Continuous Variable Transmission (CVT) is studied. The Energy Management Strategy (EMS) can be improved using a CVT compare to a classical gearbox because a new degree of freedom is introduced. However, the control and EMS is more complex. The Energetic Macroscopic Representation (EMR) is used to organize the model and deduce the control. A rules-based EMS is defined. Simulation results are provided.

Parallel Hybrid Electric Vehicles (HEVs) with Discrete and Continuous Variable Transmissions (DVT and CVT) are studied. A common Energetic Macroscopic Representation (EMR) is developed for both kinds of parallel HEVs. Then, a common control structure is deduced from this EMR. Energy Management Strategies (EMSs) are developed. Simulation results are provided and comparisons between Parallel HEVs with CVT and DVT are presented.

A simulation tool is developed to study the energetic behavior of a subway system composed of several vehicles and Traction Power Substations (TPS). Such systems are complex to study due to the numerous subsystems in interactions. As an intermediary step, only two subways and one TPS, which are connected with a DC energy rail, are considered. Energetic Macroscopic Representation (EMR) is used to organize models and controls. An appropriate quasi-static model of the whole multi-train system is thus obtained. Simulation results analysis are provided.

Reduction of energy consumption in subway lines is necessary to promote cleaner intelligent transportation systems in urban city centers. Many technologies can be considered to achieve this goal, such as energy storage system (ESS) and/or Reversible Traction Power Substation (RTPS). Nevertheless, the complexity of such systems requires an accurate energetic simulation tool to evaluate the effectiveness of these solutions. This paper proposes thus a new simulation tool based on Energetic Macroscopic Representation (EMR), which allows an accurate estimation of energy consumption. Vehicles and Traction Power Substation (TPS) models are developed. Finally, a simple subway line is simulated under two conditions: with a classical power supply system using TPS, and with an innovative supply system using RTPS.

Hardware-In-the-Loop (HIL) simulation of a simplified subway line is developed for experimental validation of subway line simulator. Energetic Macroscopic Representation (EMR) is used to organize models and controls. A subway supplied by a Traction Power Substation (TPS) through a DC energy rail is studied. The HIL simulation is based on the current control of an inductor, which reproduces the same behavior than the subway. A flexible and quasi-static model of the whole system is used and experimental results are provided.

The aim of this paper is to propose an Energetic Macroscopic Representation (EMR) of the dynamic model of a traction power substation based on 6-pulse diode rectifier. This model is validated by comparing the wave forms with PSIM© software. Furthermore, it is applied to the energetic simulation of a subway line by combining the substation model with supply rail and vehicle models. This last part allows a good representation and comprehension of the real system.

This paper aims to study the influence of different system limitations on the energy consumption and the running time estimation of an automatic subway. These limitations take into account the maximal values of jerk, acceleration, torque and velocity. From a validated vehicle model and a Reference Velocity Generator (RVG), the impacts of these limitations are estimated. The main limitations are highlighted by simulations depending on the study objective. Some mechanical constraints can thus be neglected depending on the study.

The aim of this paper is to determine an appropriate model of a hybrid diesel-electric locomotive in order to estimate its fuel consumption and test new energy managements. The locomotive is composed of a diesel-based generation subsystem, a battery – supercapacitors storage subsystem and a traction subsystem. A quasi-static model of the locomotive has been carried out from dynamical model. It allows the reduction of the computation time by 22 keeping an energy consumption accuracy of 99.4 %. Energetic Macroscopic Representation (EMR) is used as common description tool for the different models.

The aim of this paper is to compare different models of an automatic subway in order to determine the most appropriate of them for the evaluation of the energy consumption of different studied cases (normal mode and fault-modes). Several simplified models are then deduced from a reference dynamical model and are compared in term of accuracy and computation time. A quasi-static model with an equivalent single wheel is obtained and allows the reduction of the computation cycle by 708 compared to the dynamical model by keeping accuracy on the energy consumption of more than 99.3 % for a normal operating mode. By contrast, this model is not able to simulate correctly the system in fault-modes. This case requires a more complex model taking into account all the drives. Energetic Macroscopic Representation (EMR) is used to organize the different models.

The EMR (Energetic Macroscopic Representation) of the traction system of a hybrid locomotive is presented. Different models are studied in order to be use for energy management of the entire system including energy storage subsystems. The simulation model is validated by comparison with experimental results.

This paper aims to compare a forward and backward simulation of the power propulsion system of an automatic subway. In the forward approach the control of the system is required. In the backward approach, no control is required but a derivative relationship has to be computed. Both simulations are compared in terms of accuracy of dynamical performances, maximal values of different variables and energy consumption and specifically when limitations occur.

La sobriété énergétique des systèmes de transport est primordiale afin de limiter leur impact environnemental. Ainsi, les transports en communs électriques, tels que les métros ou tramways, sont fortement sollicités dans les zones urbaines. Diverses solutions innovantes sont apparues récemment afin d’accroître d’avantage leur efficacité énergétique (sous-systèmes de stockage d’énergie, stations d’alimentation réversibles, etc.). Cependant, au vu de la complexité des études de dimensionnement et d’optimisation, les outils de simulation numérique sont devenus indispensables. Or, ces outils sont particulièrement délicats à développer en raison des non-linéarités (non-réversibilité des sous-stations), des non-stationnarités (mouvement des rames), et des fortes interactions énergétiques qui existent au sein des systèmes ferroviaires. Cette thèse propose un nouvel outil de simulation de carrousel de métros basé sur le formalisme REM (Représentation Énergétique Macroscopique). Ce formalisme a pour volonté de structurer les modèles suivant les propriétés énergétiques du système. Il conduit à une approche de simulation « forward » et à un usage exclusif de la causalité intégrale. De ce fait, le programme de simulation proposé est issu d’une approche innovante et permet d’avoir un nouveau regard sur le système de carrousel de métros. Ces approches accroissent notamment la flexibilité de la simulation, tout en garantissant des résultats physiques. Cette thèse a, de plus, une volonté affichée de valider expérimentalement l’ensemble des modèles développés. Ainsi, au terme de ce mémoire, un programme de simulation énergétique et flexible, permettant l’étude de structures d’alimentation innovantes, est obtenu.