Challenge A: A more and more energy efficient railway

A study of the train performance simulation for Korean next Generation

high-speed train
Taehyung LEE, Choonsoo PARK , Sunghoon CHOI, Kihwan KIM
High-Speed Rail Research Center, Korea Railroad Research Institute, Uiwang, Korea

Abstract

The next generation high-speed train system, HEMU-400X, has been developed in Korea since 2007.
HEMU-400X means High-speed Electric Multiple Unit – 300 experimental. Objectives of HEMU-400X
project is development of next generation high-speed electric multiple unit with maximum operation
speed 370km/h and maximum test speed 400km/h, energy efficiently and environment friendly. At
present, the detailed design and component manufacturing are in progress. Because of no experience
for high-speed electric multiple units, the train performance simulation is used in the detailed design.
The Simulation provides a valuable tool in the design of new high-speed train. Simulation systems are
being used to validate the final designs prior to any manufacturing. The train performance simulation
software is developed during the previous project. This paper presents the procedure and method of
the train performance simulation that have been carried out during the development of the
HEMU-400X. For the train performance simulation, the train resistance model is suggested. Also
suggested in this paper are the coefficients, such as the adhesion coefficient and the rotational inertia.
Many simulations are studied for the performance satisfaction of HEMU-400X. It was found that the
detailed design specification of HEMU-400X satisfied the traction performance criteria.

Introduction
Simulation provides a valuable tool in the design of new rolling-stock. Simulation systems are being
used to validate the final designs prior to any manufacturing. In the design stage, the performance
models of new rolling-stock are required. The performance models of new rolling-stock have the train
resistance model, the effective mass, the operation speed and the tractive effort-speed curves.
Through the model, the power and number of motor, time and distance to maximum speed, energy
consumption are determined. And using line profiles like gradients, curves and speed restrictions,
running time and energy consumption are calculated.
The next generation high-speed train system, HEMU-400X, has been developed in Korea since
2007. HEMU-400X means High-speed Electric Multiple Unit – 400 experimental. Objectives of
HEMU-400X is development of next generation high-speed electric multiple unit with maximum
operation speed 370km/h and maximum test speed 400km/h, energy efficiently and environment
friendly. At present, the detailed design and component manufacturing are in progress. Because of no
experience for high-speed electric multiple units, the train performance simulation is used in the
detailed design. The train performance simulation software is developed during the previous project.
Firstly, the length, dimensions, operation speeds and axle weights of HEMU-400X are defined
based on the domestic condition and abroad technology, such as the Shinkansen, ICE(Inter City
Express) and TGV(Train Grand Vitesse). HEMU-400X consists of 8 trains (6 motor cars and 2 trailer
cars) in case of revenue service. As a result, the running resistance model is defined based on
Japanese Shinkansen train. From these parameters, the power and number of motor are established.
Finally, through train performance simulation, the maximum speed and time/distance to maximum
speed is validated. Also, the results of train performance simulation are used for establishing the
minimum distance of test line. The characteristics of HEMU-400X are more energy efficient and more
environment friendly than the existing high-speed train.
Absolutely, when the detailed design is changed, mainly, train length, axle weight, tractive/braking
efforts and dimensions, train performance simulation is conducted again. The modified design is
validated.
HEMU-400X will provide the passenger service more energy efficiently and more environment
friendly on the domestic and international high-speed lines.
The overview of train performance simulation
Many different Train Performance Simulators(TPS hereinafter) to analyze the train transportation
system have been developed through the years[1-7]. TPS calculates trip time, energy at wheel rim in
traction and braking phase, and the sharing of braking energy between different types of brake. High
speed train development project requires a very heavy investment for a country, mainly due to the cost
of civil works. This high investment must be balanced by the reduction of the trip time. The most
worsening elements affecting trip time are speed restrictions. During the project, it is necessary to
compare cost of investment with savings of trip time, we can choose the policy. TPS is a very efficient
tool for the purpose and maximum performance run has to be taken into account. TPS has been
utilized for the following purposes:
a) To determine the characteristics of traction and braking components in order to balance cost
and trip time
b) To study the load on the substation
c) To analyze the influence on trip time due to a perturbation
d) To analyze minimum headway between trains
e) To predict energy consumption

It accepts input data describing the characteristics of a train and information about stations, grade,
curvature and speed restriction profiles of a line. These data are used to obtain the trajectory of the
train (speed and time versus distance along the line) as well as energy consumption profiles. An
example of the trajectory calculations is illustrated with the help of Fig. 1. To move from point A to B in
the figure, the following steps would be taken if a minimum time trajectory was taken.
a) A forward trajectory would be developed from A to C by using maximum tractive effort followed
by maintaining the speed determined by the speed limit until the lower speed limit at C was
encountered.
b) A backward trajectory calculation would then follow using maximum braking from C to F using
negative time or backward distance steps. The point F is determined by the intersection of the
backward trajectory with the forward trajectory.
c) A forward trajectory is continued from C to D, the point at which a higher speed limit is
encountered.
d) A forward trajectory is developed from D to B by using maximum tractive effort until the lower
speed limit at B is encountered.
e) A backward trajectory using maximum braking effort from B to E using negative time or backward
distance steps. The point E is determined by the intersection of the backward trajectory with the
forward trajectory.
f) Adjustments are made in the time or distance increments to bring the forward and backward
trajectories into synchronization.
Train length is accounted for in obeying speed restrictions; namely, the speed of the train is less
than or equal to the speed limit when the head of the train enters the restricted zone and the same
condition is true when the tail leaves the zone.

Speed Limit

F
Sp eed

Forward Calculation
Backward Calculation

C D Backward Calculation
Forward Calculation (Braking)
(Acceleration and speed maintaining)

A Distance B
Fig. 1 TPS trajectory calculation
Trainset and dimension of HEMU-400X
One trainset of HEMU-400X is composed of 8 cars(6M2T), where M and T means power car, trailer
car, respectively and the prototype train is composed of 6cars(5M1T) as shown in Fig. 2.
Shape of the forepart of the leading car was designed to enhance aerodynamic performance and to
emphasize Korean traditional beauty as shown in Fig. 3. Cabins are equipped with luxurious and
comfortable chairs that can be rotated as shown in figure 4.
Basic dimensions of HEMU-400X are shown in table 1.

Fig. 2 Trainset layout

Fig. 3 The exterior and interior of HEMU-400X

Table 1. Dimension of HEMU-400X

Items Operation Prototype
Axle Load 13 tons 14 tons
Total Length 197.6 m 149.0 m
Car Length 25.5 m (23.5 m)
Width * Height 3,100 mm * 3,700 mm

Running resistance
For train performance simulation, not only weights of trainset but also running resistance of trainset
are needed. For straight and level track, zero wind conditions, in open air and at a constant speed, the
running resistance, R in daN, can be expressed by quadratic function such as equation (1), which is
known as the Davis equation.
2
R = a + bV + cV [daN] (1)

Where, V is the train speed in km/h and the coefficients a, b and c are obtained by fitting the
coefficients of the Davis equation to the curve obtained from coasting test for a particular train.
But because of no experience for high-speed electric multiple units, the running resistance equation
is predicted by similar train, Japanese high speed train like FASTECH(FAST TECHNOLOGY),
Shinkansen 300 and 100 series, and domestic high speed train, like KTX(Korea Train Express),
KTX-Sancheon and HSR-350X. As a result, the running resistance equation is derived such as
equation (2)
 2
R = ((1.356+0.001363V)W+0.5Fp(0.0035+0.00033L)V )*9.8 [N] (2)

2 2 4
Where, W is the train weight in tons, F is cross section in m , p is air density in 0.1244kgsec /ｍ
and L is train length in m.
For domestic high speed trains and HEMU-400X, the running resistance vale is compared such as
Fig. 4. The running resistance of HEMU-400X is lower than domestic high speed trains. For Japanese
high speed trains and HEMU-400X, the running resistance vale is compared such as Fig. 5. The
running resistance of HEMU-400X is lower than Shinkansen 100 series and higher than FASTECH
and Shinkansen 300 series.

180000
KTX II 10cars
160000
HEMU(6M2T)
350X 10cars
140000
HEMU(5M1T)
HEMU8(old)
120000
Runni ng Res i st anc eN)

KTX

100000

80000

60000

40000

20000

0
0

100
120
140
160
180
200
220
240
260
280
300
320
340
360
380
400
20
40
60
80

Speed(km/ h)

Fig. 4 The running resistance comparison between domestic high speed trains

350000

300000 R100
R300
R_Fastech N
250000
R100_Rotem
Resisatnce (N)

R-hemu2
200000

150000

100000

50000

0
0 100 200 300 400
Speed(km/h)

Fig. 5 The running resistance comparison between Japanese high speed trains
Tractive and Braking Effort
The traction system consists of main transformer, converter/inverter and traction motors. Main
transformer receive electric power of 25kV from the catenary through the pantograph of single arm
type and supply electric power to two main propulsion systems (MPS) and an auxiliary power system
(APS). One MPS includes a combination of converter and inverter, and drives two motor bogies.
Traction power is generated by the induction motors. Prototype train is driven by 20 motors of 410kW
up to 400km/h. Especially, the permanent magnet synchronous motors were applied to the prototype
train. IGBT(Insulated Gate Bipolar Transistor) was applied to the inverter and the converter in the MPS
for control of traction motors to increase switching speed and reduce electric power loss. Fig. 6 shows
the traction curve. Braking forces of HEMU-400X come from friction brake and regeneration brake.
Wheel disk braking devices are equipped in the wheels of the power bogies. Axle disk braking devices
are equipped in the trailer axles of the trailer bogies. Regeneration braking devices controlled by the
MPS generate electricity, which is transferred to the catenary system. Fig. 7 shows the regeneration
braking curve.

250 3000
240 2900
2800
230
2700
220
2600
200.00 210 2500
182kN 200 2400
180.00 TE(W0,W1) 190 T/ M VOLTAGE(V)
2300
2200
180

POWER(kW) , VOLTAGE(V), CURRENT(A)

R(W0,W1)
160.00
173kN 170
2100
2000
R(W2) 160 1900
E/ BRAKING EFFORT(kN)
TE(W2) 150 1800
140.00
140 1700
TE(Conventional) 1600
130
120.00 1500
120
1400
110 1300
100.00
100 1200
E/ BRAKING EFFORT(kN)
90 1100
80.00 1000
80
900
70
800
60.00 60 700
50 600
40.00 40 500
T/ M POWER ( kW) 400
30
300
20.00 20 T/ M PHASE CURRENT(A) 200
10 100
0.00 0 0
0 50 100 150 200 250 300 350 400
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 Speed (km/ h)

Fig. 6 Traction curve Fig. 7 Regeneration braking curve

Train Performance Simulation for HEMU-400X

On the basis of parameters mentioned above like the running resistance, train weights, traction
curve and braking curve, etc, the train performance simulation was conducted on the high speed line.
The train performance simulation software which has developed during the previous research project
is used [8,9]. It is verified that the detailed design specifications of train meet the target performances.
The target performances mean possibility to run to the maximum test speed, the running time and
distances to the maximum speed 400km/h and the required test distances considering traction and
braking performances.
The running time and distances to the maximum test speed 400km/h are 455.79sec and 35.342km
respectively such as Fig. 8. The balance speed is 430km/h. So the detailed design specifications of
HEMU-400X can run to the maximum speed.
The running time and distances to run above 400km/h are 447.7sec and 51.6km respectively such
as Fig. 8. The running time and distances to run above 430km/h are 11sec and 1.31km on the high
speed test line respectively such as Fig. 9.
The required test distances considering traction and braking performances is 100km from KP(Kilo
Post) 280km to KP 380km in the direction of backward.
 450 450
420
400 SPEED(km/h) 390
s 360
350 p 330
TE(kN)
300
e 300
e 270
Speed[km/ h]

250 d 240
210

(
200 k
180
m 150
150
/ 120
100 h 90
60

)
50
30
0 0

380
380
379
377
375
373
370
365
361
356
351
346
341
336
331
326
321
315
310
305
300
295
290
286
283
281
0.00 26.02 52.34 79.26 107.90 146.27 200.99 285.63 455.79

Fig. 8 TheTime[sec]
running time Fig. 9 TheKP(km)
speed profiles

Results and Discussion

On the basis of parameters which are developed in detailed design like the running resistance, train
weights, traction curve and braking curve, etc, the train performance simulation was conducted on the
high speed line. It is verified that the detailed design specifications of HEMU-400X meet the target
performances as follows.
- The possibility to run to the maximum test speed
- The running time and distances to the maximum speed 400km/h and above 430km/h
- The required test distances considering traction and braking performances

In the future, the detailed design specifications of HEMU-400X will be verified through component
test, subsystem test, integrated test and trial test.

Acknowledgements
This research was supported by the Next-Generation High-speed Train Project (grant number A01)
funded by the Ministry of Land, Transport and Maritime Affairs of Korean government.

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