24-03-2013, 01:24 PM
I WHANT THE PPT FOR THE Simplified Power Converter for Integrated Traction Energy Storage PLEASE RESPONS ME SIR
24-03-2013, 01:24 PM
I WHANT THE PPT FOR THE Simplified Power Converter for Integrated Traction Energy Storage PLEASE RESPONS ME SIR
26-03-2013, 10:52 AM
To get full information or details of Simplified Power Converter for Integrated Traction Energy Storage please have a look on the pages
https://seminarproject.net/Thread-simpli...gy-storage if you again feel trouble on Simplified Power Converter for Integrated Traction Energy Storage please reply in that page and ask specific fields in Simplified Power Converter for Integrated Traction Energy Storage
29-03-2013, 11:28 PM
i have that file already but i can not understand that, thats way i asking you if you have
any information on working of novel converter and all related to this pleas add the file sir
29-03-2013, 11:38 PM
i want the clear information of the converter working for the traction energy storage and why the pwm is used in this pleas if have any report are any more information pleas replay it is very important sir
30-03-2013, 09:19 AM
To get full information or details of Simplified Power Converter for Integrated Traction Energy Storage
please have a look on the pages https://seminarproject.net/Thread-simpli...gy-storage if you again feel trouble on Simplified Power Converter for Integrated Traction Energy Storage please reply in that page and ask specific fields in Simplified Power Converter for Integrated Traction Energy Storage
30-03-2013, 02:42 PM
i want more information about working of the converter and energy storage system if u have any other related information pleas replay this
19-07-2013, 02:40 PM
Simplified Power Converter for Integrated Traction Energy Storage Power Converter.pdf (Size: 988.02 KB / Downloads: 17) Abstract Electrical energy storage has a significant role to play in improving the performance of future electric traction systems. This paper proposes a new power electronics topology that integrates the energy storage power electronics with those of the inverter drive system. This topology reduces weight and com- ponent count compared with previous topologies but still allows the use of standard machines. Practical results from a laboratory test system are shown, and indicative energy savings for a full-sized system are presented. A study on a City Class Tram on the public transportation system in Blackpool, U.K., shows that clear energy savings may be made by employing ultracapacitor energy storage with the proposed topology. Index Terms—Energy conversion, energy storage, power con- trol, traction power supplies. INTRODUCTION WITH GROWING importance being placed on decar- bonizing the world economy and achieving energy security, electrified public transportation is playing a progres- sively greater role in society. Compared with personal trans- portation, a substantial energy saving is achieved with public transportation, particularly at peak commuter times. Further carbon savings may be made since the electrical network would allow renewable and low-carbon energy to provide motive power. The energy consumed in an electrified transit system can further be reduced by installing energy storage systems (ESSs) onboard vehicles. Energy storage devices can be used to regen- erate energy during braking, energy which would otherwise be dissipated in either mechanical brakes or braking resistors. This energy can then be reused. CONVERTER SELECTION —PRIOR A RT While both track-side and onboard solutions are possible, having energy storage units on the tram has the advantage of putting the solution next to the problem. When multiple trams run on the same section of the network, the local energy storage capability is increased if each tram carries its own storage system (see Fig. 5). Installing energy storage devices onboard vehicles is not a new idea. The development of the Yverdon Gyrobus began in 1945 [7]. The bus was powered by a flywheel that drove an in- duction generator. The flywheel charged at three-phase charge points periodically. The Gyrobus required a complex propul- sion system, consisting of three motors connected together through reduction gears. Each motor could be driven in two different pole configurations, effectively giving six different motor speed–gear configurations, covering the required speed range. Such a mechanically complex system is undesirable and perhaps resulted in the limited adaptation of the Gyrobus. DRIVE S WITCHING CONTROL FOR DUAL -MODE OPERATION Even with appropriate design of the traction supply and energy storage unit, the two dc sources will frequently be at sig- nificantly different voltages, particularly as the ultracapacitor voltage can vary depending on its state of charge. This requires different modulation constants to achieve the same applied volt- seconds. Two switch control signals can be generated: one for the dc supply operation of the converter and one for the energy storage operation of the converter. Each phase has three switches (counting the bidirectional switch as a single switch). However, only one of these switches can be turned on at any instance to prevent short circuits between the dc sources or between one of the dc sources and ground. CONCLUSION This paper has presented a new converter topology for light rail traction. The Blackpool tram system in the U.K. has been taken as a study case. It has been shown that energy storage onboard each tram can substantially reduce energy use per kilometer. A new converter circuit has been presented. It has been shown that further energy savings per kilometer can be achieved with the novel converter as opposed to a conventional power electronics topology |
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