2020 IEEE 4th International Conference on Intelligent Energy and Power Systems (IEPS)
Hybrid railway traction power supply system
Kuznetsov Valeriy
Electric Power Division
Railway Research Institute,
Warsaw, Poland,
E-mail: vkuznetsov@ikolej.pl
ORCID: 0000-0003-4165-1056
Hubskyi Petro
Electric Power Division
Railway Research Institute,
Warsaw, Poland,
E-mail: phubskyi@ikolej.pl
ORCID: 0000-0002-0216-7256
Kosariev Yevhen
Department of intelligent power supply systems
Dnipro National University of Railway Transport
named after Academician Lazarian
Dnipro, Ukraine, 49010
E-mail: kossik89@gmail.com
ORCID: 0000-0003-3574-7414d
Abstract — Modern requirements for traction DC power
supply in the organization of high-speed movement are
reduced to the need to provide a normalized voltage level of
2900 V on the pantograph of electric locomotives. The existing
power supply system does not allow to provide the necessary
mode of voltage at change of load and the necessary specific
energy consumption, despite the considerable aggregate power
of traction substations. The purpose of the work is to develop a
hybrid traction system with the use of alternative generators of
electricity. The article presents the algorithm of interaction of
different types of generation when the traction load is changed.
The developed hybrid power supply system for electric rolling
stock allows to provide the necessary voltage level on electric
locomotive pantograph and to reduce the range of its changes,
which will allow to fulfill the necessary conditions for ensuring
high- speed movement without changing the voltage in the
traction line.
Keywords — traction power system, voltage mode, distributed
generation, amplification point, hybrid power supply system.
I. INTRODUCTION.
Energy efficiency in modern conditions is the most
important factor in the competitiveness of railways in the
domestic and foreign markets of transport services. In
connection with the rise in energy prices has emerged the
need for the development of a new energy policy,
modernization of the equipment of traction power supply
systems and the search for untraditional traction power
supply systems. The urgency of the tasks set is compounded
by the high-speed traffic launched in Ukraine.
According to the research done by the authors [1], the
new 3.3 kV traction power supply system is an intelligent,
self-adjusting distributed-type power supply system (DTPS),
built on a modern elemental basis. This approach is in line
978-0-7381-0568-0/20/$31.00 ©2020 IEEE
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Sychenko Viktor
Department of intelligent power supply systems
Dnipro National University of Railway Transport named after
Academician Lazaryan
Dnipro, Ukraine, 49010
E-mail: elpostz@i.ua
ORCID: 0000-0002-9533-2897
Sergiy Myamlin
Branch “SEI” of JSC “UKRZALIZNYTSIA”
“UKRAINIAN RAILWAY”
Kyiv, Ukraine, 03-038
sergeymyamlin@gmail.com
ORCID: 0000-0002-7383-9304
Liashuk Vitalij
Department of intelligent power supply systems
Dnipro National University of Railway Transport
named after Academician Lazarian
Dnipro, Ukraine, 49010
E-mail: lyashuk52@gmail.com
ORCID: 0000-0003-3411-9643
with existing energy development trends that have been
incorporated into the Smart Grid concept, which is currently
the main technological and methodological basis for
improving energy efficiency. It is possible to formulate the
following understanding of the intelligent traction power
system (ITPS): the use of advanced technologies of
electricity transportation, diagnostics of equipment status,
large-scale monitoring of modes and their management using
new tools and technologies to ensure the reliability of
electricity transmission and controllability of the traction
network [2].
Synthesis of a distributed (decentralized) traction power
system is a complex task that requires solving many issues
related to the choice of power amplifying points, element
base and circuitry, as well as finding the best way to
calculate this system and its elements [3]. For efficient use of
distributed power technologies, it is necessary to apply
methods of system analysis and modeling taking into account
the specific features of railway power systems (sharply
variable, non-stationary traction loads that move in space and
time). The problem of structural-parametric synthesis of the
power supply system of the distributed type of railway
includes the following steps:
1. Determination of the purpose of synthesis and research
of DPSS as an object of design;
2. Development of modeling methods for this system;
3. Creation of methods of topological synthesis of the
system, which include the layout and rational placement of
installations and main units of electrical equipment.
4. Development, in fact, of the distributed power system
itself, namely:
- selecting of number of power points (PP) and places of
their installation;
- selecting of PP power, their element base and circuitry.
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 2020 IEEE 4th International Conference on Intelligent Energy and Power Systems (IEPS)

5. Development of the scheme of external power supply a constant speed of movement of conventional trains (Fig. 1).
of the decentralized system.
6. Determination of the most optimal parameters in terms
of achieving the stated goals, as well as the development of a
control system for distributed power devices and obtaining
numerical values of the parameters of the regulators, which
provide the necessary dynamic characteristics and
achievement of the set values of performance indicators.
Achieving a minimum of active power losses in a mixed
configuration power system and the required specific power
level is accomplished by using an algorithm to select their
parameters. The algorithm for selecting the parameters and
structure of the DPSS electrotechnical complex should be Fig. 1. The average change in power consumption per kilometer when
based on the detected dependences of the voltages at the driving on NDV-P section in the even and odd directions: 1 - the power
consumed by ERS on every kilometer; 2 - average power consumption of
current collectors and power losses in the elements of the ERS; 3 - capacity of section between TS provided by adjacent TS
distributed network from the parameters of the electrical
devices [4]. According to the results of the analysis of The analysis of the results shows that in the traction line
scientific and technical publications and experimental there are zones of limited power consumption, i.e. areas
researches it is possible to formulate requirements for high where power consumption (ERS exceeds the capacity of the
efficiency DPSS: PSS to transmit the required power). In turn, this leads to a
- required power of traction substations and sharp decrease in the voltage on pantographs of electric
reinforcement points; locomotives and decrease the speed of movement, which is
- number of traction units; unacceptable in the introduction of high-speed movement
- number of reinforcement points; [5]. Paradoxically, the installed aggregate capacity of traction
- distance between traction substations and reinforcement substations is not fully utilized.
points; Another factor in the operation of the TPSS is the uneven
- specific power of the traction network; consumption of energy during the day, which is now not
- cross section of the contact line. only one of the main problems of traction systems for rail
Nowadays, there are some approaches to design transport, but also of energy in general. A typical schedule
distributed power supply systems. The main direction for the for electricity consumption in railway power supply system
development of modern power supply systems is the typically has maximum and minimum values during the day
evolutionary transition from centralized generation of and at intervals of rolling stock. As a result, a local surplus
electric energy to distributed smart generation systems that and energy shortage can be observed, leading to an
use renewable energy sources. Their application increases outperformance of the electricity quality standards in the
the maneuverability of energy flows, which leads to an TPSS.
increase in the quality of electricity supply under uneven
schedule of electricity consumption. The application of III. INTERACTION OF DIFFERENT TYPES OF GENERATION
distributed generation and accumulation of electric energy The analysis of the proposed structure of the hybrid TTS
can reduce the energy content of the power systems, increase [1] showed that in order to provide the required level of
its reliability and vitality through the backup energy stored in electricity efficiency, it is necessary to ensure the efficient
the storage devices [1,2]. The above stipulates the necessity interaction of different types of energy sources, such as
of developing new approaches to the scheme of power external power supply (EPSS), and distributed generation
supply of the traction network with the use of electric energy sources (DGS).
both from existing centralized power grids and from sources
The analysis of alternative generation schedules shows
of distributed generation. In [1] it was shown that the modern
that the levels of produced energy change depending on the
DPSS is a multisource power supply system, the
time of the year randomly, which must be taken into account
methodological basis of which is the structure of the energy
when developing the algorithm of combined operation of
hub, with the optimal set of technologies and devices for the
centralized and distributed power supply (Fig. 2, 3)
electricity supply of a particular electrified area to be
determined in each case, taking into account its properties,
connection points , track profile, train schedule, etc.
This article continues the research directions fin term of
design of hybrid traction system.
II. FORMULATION OF THE RESEARCH PROBLEM.
To ensure high-speed movement, the SRS should provide
not only a standardized voltage level on the electric
locomotive current collector, but also sufficient energy
intensity of the traction network. However, as shown by the
research done by the authors, depending on the aggregate Fig. 2. Block diagram of an electric hub: TS – traction substation; BP –
boost point; RT – rail track; CS – catenary system; ESS – energy storage
power of the traction substations, the specific power of the system; PTL – power transmission line; WF – wind farm; PV –
traction line always satisfies the requirements, even to ensure photovoltaic power station; ERS – electric rolling stock.

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 2020 IEEE 4th International Conference on Intelligent Energy and Power Systems (IEPS)

railways of the USSR, the load rate of the installed power of

Fig. 3. Comparison of levels of electricity generation by solar and wind
power and its consumption by train (April).
Fig. 4. Comparison of levels of electricity generation by solar and wind
power and its consumption by train (October).
two traction units on traction substations of Oktiabrskaya
railway was 11.6 percent, Moscowskaya - 19.25,
Kuibyshevskaya - 17, Sverdlovskaya - 11.8,
Yuznouralskaya - 16.3, Zapadnosibirskaya - 21.9 percent. It
can be stated that, at the present stage, the utilized power
factor is quite low and does not exceed 20%. The experience
of introducing high-speed DC motion proves this trend.
Thus, the average current of the traction substation
Sunflower, located between the Klin and Kryukov
substations on Moscow – St. Petersburg section, is 2021 A,
the maximum is 3086 A, one minute - 2936 A, three minutes
- 2515 A, twenty minutes - 2093 A. The maximum load
factor two converters are 0.32 and 0.64 [7]. Thus, the
substations are underloaded, and even with one inverter
operating unit, its capacity is used by 64 percent, ie the
capacity used is 7.68 MW. In this case, the minimum voltage
in the contact network at the Klin - Kryukovo section is 2907
V, the average (one minute) is 2962 V. For such loads, the
operation of the above traction substations with one
transformer unit is justified. At the initial stage of the
introduction of high-speed traffic with speeds of 200-
250 km/h, there is a need to make the best use of the existing
devices of the DC 3.0 kV system with the least capital and
operating costs. Based on the available K with the power of
the traction substation will be within 2.5….10 MW, with an
average capacity of 6.26 MW. That is why in [4] the required
power of the traction substation was proposed at a level of 10
MW.

It should be noted that the above data are variational and

given for the electrified section with a small amount of
transport work for further consideration. For the efficient use
of energy flows in the DPSS energy hub, the following
combinations of DGS and EPSS interaction can be
considered:
- traction power is greater than solar power, with the
wind power being zero, to ensure uninterrupted operation we Fig. 5. Control of generation types for daily train power consumption
will be powered by an external power supply system.
- traction capacity is greater than the amount of solar and In order to provide the same voltage mode in the traction
wind power, and to ensure uninterrupted operation we get line during high-speed movement and to minimize the losses
power from an external power supply system. of electrical energy, the variant calculations obtained the
- traction power is greater than wind power, with solar following parameters of the gain points for the inter-
power being zero, subject to this condition we get power substation section according to Fig. 1 and table I.
from an external power supply system.
- traction power is less than the power of solar
TABLE I. PARAMETERS OF BOOSTER POINTS OF A DISTRIBUTED SYSTEM
generation, in such conditions we use a solar power plant.
- traction power is lower than wind power, this condition
indicates that power will be provided from the wind power № PP1 PP2 PP3 PP4 PP5 PP6 PP7 PP8
plant.
- traction power will be less than or equal to the total The
power of wind and solar generation, with traction mains
300.1

515.2

239.3

165.7

267.8

193.3

422.1

180.4

average
power being obtained from the combined system of solar and current of
wind power plants. PP, A
Accordingly, the laws of programmatic control of energy
1000

1600

1000

1600

flows can be developed, one of them is presented in Fig. 5. Installed

800

630

630

630

power, kW
Here it is necessary to specify the following: under the
existing system of centralized power the power of traction
substations significantly exceeds the level of necessary Current
limitation, 2000
expediency and redundancy [4, 6]. Thus, in 1985-89, when A
there was a considerable amount of transportation on the

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 2020 IEEE 4th International Conference on Intelligent Energy and Power Systems (IEPS)
However, the maximum power of a solar power plant is
required to supply each booster according to the possible
modes of operation of the hybrid DPSS in accordance with
its power (Table. I) is shown in table. II.
TABLE II. POWER OF SOLAR POWER PLANTS
№ model was calculated the required power of the booster
PP1 PP2 PP3 PP4 PP5 PP6 PP7
Power
SES, MW 1,22 1,95 0,97 0,77 1,22 0,77 1,95
At fig. In Fig. 6 the results of simulation of the modes of
voltage of the hybrid DPSS at changing the levels of traction
load (number of trains on section 1-4) and the flows of
electricity from different types of generation are presented.
Fig. 6. Change of voltage levels in the traction network with different
combination of traction load and types of generation.
As it follows from the analysis of the figure (Fig. 6), a
hybrid type distributed system provides the required voltage
mode in the traction network.
IV. CONCLUSION
With the introduction of high-speed movement, the DC
traction system 3.3 kV in the presence of significant
aggregate power not only provides the standardized voltage
level on pantographs of electric locomotives, but also the
required specific power of the traction line to ensure the
stability of functioning when changing the traction load.
There is a paradoxical situation with energy shortages to
ensure a steady train speed.
In order to ensure the required level of efficiency, a
technique for efficient interaction of different types of energy
sources is developed: the system of centralized electricity
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supply and the sources of distributed generation. On the basis
of the analysis of the levels of electricity generation by the
solar and wind power plant and its consumption for the
traction of trains, it is proposed to develop program control
of energy flows depending of train situation.
On the basis of the variant calculations on simulation
PP8
points in the hybrid traction system and the maximum power
of the solar power plants used as booster points to provide
0,77 the required levels of voltage and specific power. It is shown
that for the given initial data the proposed hybrid traction
power supply system provides normalized requirements for
high-speed movement with better energy characteristics.
ACKNOWLEDGMENT
This paper is elaborated in the framework of the project
co-financed by the Polish National Agency for Academic
Exchange
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