Tram and trolleybus net traction energy consumption comparison

Mwambeleko, Joachim J.; Kulworawanichpong, Thanatchai; Greyson, Kenedy Aliila

doi:10.1109/icems.2015.7385399

Cited by 13 publications

(9 citation statements)

References 6 publications

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“…In (1), the first term accounts for acceleration resistance, the second term accounts for gradient resistance, and rest account for friction and drag resistance

T_{E} = \overset{false^}{m} \frac{normalΔ v}{normalΔ t} + m g \sin θ + A + B v + C v^{2}

where

\overset{false^}{m}

and m are tram effective and normal masses given as

\overset{false^}{m} = m_{tare} false(1 + λ false) + m_{load}

and

m = m_{tare} + m_{load}

, respectively, where m tare is the vehicle tare mass (tonne), λ is rotary allowance accounting for angular acceleration of the rotating parts (motor rotors, gears, and wheel sets), and m load is the mass of the vehicle load (tonne).

normalΔ v / normalΔ t

is a change in velocity per change in time (ms −2 ), g is the gravitational acceleration constant (9.81 ms −2 ), θ is a slope angle, A , B and C are constants, and v is tram's velocity (km/h) [14, 24].…”

Section: Tram and Battery Modelsmentioning

confidence: 99%

“…Electrification cost is particularly true for lightly used routes on which the density of traffic is insufficient to justify the high railway electrification fixed costs. Tunnels, bridges, and route crossings impose complexity and safety concerns when a railway route is to be electrified, particularly an old route which was constructed without electrification consideration [13, 14]. Under such circumstances, light rail vehicles with on‐board energy storage bring one of the alternatives that some railway operators have been opting for, even during the age of lead acid battery.…”

Section: Introductionmentioning

confidence: 99%

“…It is very interesting that, attributable to the low rolling resistance and high capacity, rail transport consumes less energy per passenger kilometre than road transport. Thus, as LTO batteries have proven success powering electric buses, it is expected that they will prove even more success powering trams [13, 14]. However, unlike buses, rail vehicles are heavy and require high power to accelerate, but little power to cruise due to low rolling friction.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Enhancing conventional battery and contact line hybrid tram system with accelerating contact lines

Mwambeleko

Hayasaka

Kulworawanichpong

2020

IET Electrical Systems in Transportation

Self Cite

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Urban passenger mobility challenges can be sustainably eased with electric trains. However, due to the visual impact, safety and, electrification cost concerns, some routes or section(s) of a route are not electrified. In such cases, battery powered trams present a promising alternative. Rail vehicles are heavy but, they have a low coefficient of rolling friction. Consequently, they draw high power during acceleration as compared to the power demand during cruising. Thus, a high capacity high-voltage traction battery is required to provide accelerating power. To minimise total electrified distance and traction battery size, a battery and accelerating-contact line (BACL) hybrid tram system in which a tram accelerates from a station drawing power from a short contact line and cruises with traction battery is presented. Simulated in MATLAB, the BACL hybrid tram system with 1.8 km total electrified distance has equivalent performance to the conventional battery and contact line hybrid tram system with 12.2 km total electrified distance. Compared to independently battery powered tram, battery size is reduced by 62.5%. Suggested applications for the BACL tram system are on short, fairly flat, idle lines with few stops.

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“…In (1), the first term accounts for acceleration resistance, the second term accounts for gradient resistance, and rest account for friction and drag resistance

T_{E} = \overset{false^}{m} \frac{normalΔ v}{normalΔ t} + m g \sin θ + A + B v + C v^{2}

where

\overset{false^}{m}

and m are tram effective and normal masses given as

\overset{false^}{m} = m_{tare} false(1 + λ false) + m_{load}

and

m = m_{tare} + m_{load}

normalΔ v / normalΔ t

Section: Tram and Battery Modelsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Enhancing conventional battery and contact line hybrid tram system with accelerating contact lines

Mwambeleko

Hayasaka

Kulworawanichpong

2020

IET Electrical Systems in Transportation

Self Cite

View full text Add to dashboard Cite

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“…There is no doubt that the renovation of the trolleybus fleet by purchasing new trolleybuses with an alternating current traction drive is the main and relevant task for ensuring the efficient operation of city electric transport [14,15].…”

Section: перехIд на новий тип тягового привода з постIйного на змIннmentioning

confidence: 99%

Simulating the traction electric drive operation of a trolleybus equipped with mixed excitation motors and a DC-DC converter

Kharchenko

Kostenko

Liubarskyi

et al. 2020

EEJET

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“…The decision between trams and trolleybuses in public transportation is influenced by various factors, with operating costs being a pivotal consideration. The energy consumption per passenger kilometer represents a critical determinant in this decision-making process, impacting the overall sustainability and economic viability of the chosen electric mass transit system [13]. While trams and trolleybuses are traditional contenders, electric buses have become a modern and versatile alternative.…”

Section: Introductionmentioning

confidence: 99%

Comparative Analysis of Sustainable Electrification in Mediterranean Public Transportation

Miraftabzadeh,

Ranjgar,

Niccolai

et al. 2024

Sustainability

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The Mediterranean region is a hot spot for climate change, with transportation accounting for a quarter of global CO2 emissions. To meet the 2030 Sustainable Development Goals (SDGs), a sustainable urban transport network is needed to cut carbon emissions and improve air quality. This study aims to investigate the electrification of public transport in both developed and underdeveloped countries by examining the existing public transport network of two modes of transportation (buses and trams) across the Mediterranean region. This study suggests that the electrification of public transportation could result in a significant additional demand for more than 200 GWh of electricity, depending on the size and congestion of the city. It also studies the potential reduction of greenhouse gas (GHG) emissions through the electrification of buses. Results show that electrification significantly impacts decreasing GHG emissions, helping achieve SDG 13. Furthermore, a financial analysis was conducted to determine the feasibility of using different bus fuel technologies. Regarding economic benefits, electric buses are not consistently optimal solutions, and diesel buses can be advantageous. Our finding shows that, at a 5% discount rate, the diesel bus is most favorable for Marseille, and, as discount rates increase, the advantage of electric buses diminishes. However, the high purchase price of electric buses compared to diesel buses is currently a major obstacle in achieving SDG 11, particularly for developing countries.

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Tram and trolleybus net traction energy consumption comparison

Cited by 13 publications

References 6 publications

Enhancing conventional battery and contact line hybrid tram system with accelerating contact lines

Enhancing conventional battery and contact line hybrid tram system with accelerating contact lines

Simulating the traction electric drive operation of a trolleybus equipped with mixed excitation motors and a DC-DC converter

Comparative Analysis of Sustainable Electrification in Mediterranean Public Transportation

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