Feasibility of discontinuous electrification on the Great Western Main Line determined by train simulation
Feasibility of discontinuous electrification on the Great Western Main Line determined by train simulation
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通过列车模拟确定大西部干线断续电气化的可行性
DOI：
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发表时间：
2013
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影响因子：
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通讯作者：
C. Roberts
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文献类型：
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作者：
Andreas Hoffrichter;J. Silmon;F. Schmid;S. Hillmansen;C. Roberts
英国有许多尚未电气化的主要铁路线路。其中一些线路正在积极考虑电气化，英国政府最近宣布了大西部干线（GWML）的电气化。铁路电气化需要对基础设施进行大量资本投资。净空有限的区域，如隧道和天桥段，加固成本特别高。在本文中，列车性能的GWML，从伦敦帕丁顿到卡迪夫，反之亦然，模拟了三种情况：没有电气化;完全电气化;电气化，不包括隧道，最显着的是塞文隧道。模型火车是：由成对的43型柴油电力机车牵引的高速列车; 9节车厢的390型;以及由直线电动或双模式动车组组成的城际特快列车。双模式列车在同一列车中结合了联合收割机电力和柴油牵引。所考虑的IEP列车包括五节车厢和八节车厢的双模选择。在每种情况下都确定了行程时间、能源消耗和二氧化碳排放量。该线路的电气化将减少能源消耗、碳排放和旅行时间，最长的列车将带来最大的好处。在正常情况下，所有模型列车都能够在不连续电气化的情况下完成旅程。然而，进入塞文隧道的速度略有下降，导致纯电动列车失速。在所有情况下，双模铁路车辆都能完成旅程，正如预期的那样，当隧道入口速度降低时，也能完成旅程;与纯电动运营相比，旅程时间、能源消耗和碳排放不会受到重大影响。
The UK has a number of main line railway routes that are not yet electrified. Some of these routes are under active consideration for electrification and the UK Government has recently announced the electrification of the Great Western Main Line (GWML). Railway electrification requires a large capital investment in infrastructure. Areas with limited clearance, such as tunnels and sections through overbridges, are particularly expensive to electrify. In this paper, train performance on the GWML, from London Paddington to Cardiff and vice versa, is modelled for three cases: no electrification; full electrification; and electrification that does not include tunnels, most notably the Severn Tunnel. The modelled trains were: the High Speed Train hauled by pairs of Class 43 diesel-electric locomotives; the nine-car Class 390; and Intercity Express Programme (IEP) trains formed as straight electric or bi-mode multiple units. Bi-mode trains combine electric and diesel traction in the same train. The considered IEP trains included both five-car and eight-car bi-mode options. Journey time, energy consumption and CO2 emissions were determined in each case. Electrification of the route will result in a reduction in energy consumption, carbon emissions and journey time, with the longest trains offering the greatest benefit. Under normal conditions, all modelled trains were able to complete the journey under discontinuous electrification. However, a small reduction in entry speed into the Severn Tunnel resulted in stalling of the exclusively electric trains. Bi-mode rail vehicles completed the journey in all cases and, as to be expected, also when tunnel entry speed is reduced; journey time, energy consumption and carbon emissions are not majorly impacted compared to exclusively electric operation.