185 Rail Power Supply Engineering 122 (2024) Heft 5 Direct feed of 3AC charging stations for electric road vehicles from a DC3kV overhead contact line Paul Tobback, Brussels (BE); Pieter Vandromme, Anderlecht (BE) The opportunity to use the DC 3kV traction power supply system as an alternative powerful source to feed charging stations for electric road vehicles can’t be overlooked. Future V2G operational mode can support the traction power supply system. A test installation with a DC/3AC 400V inverter was installed in Brussels to proof the concept. The system feeds six standard 11kW chargers in an SNCB parking lot. EMC measurements were carried out. Direkte Speisung von 3AC-Ladestationen für E-Fahrzeuge aus einer DC 3 kV-Oberleitung Die Möglichkeit, das DC-3-kV-Bahnstromversorgungssystem als alternative leistungsstarke Quelle zur Einspeisung von Ladestationen für elektrische Straßenfahrzeuge zu nutzen, ist nicht zu übersehen. Der zukünftige V2G-Betriebsmodus kann das Bahnenergieversorgungssystem unterstützen. In Brüssel wurde eine Testanlage mit einem DC/3AC-400-V-Wechselrichter installiert, um das Konzeot nachzuweisen. Die Anlage speist sechs Standard-Ladegeräte für 11kW auf einem SNCB-Parkplatz. Es wurden EMV-Messungen durchgeführt. Alimentation directe des bornes de recharge 3AC pour véhicules électriques à partir d’une ligne aérienne de contact DC 3kV L'opportunité d’utiliser le système d’alimentation électrique de traction DC 3kV comme source alternative de haute performance pour alimenter les bornes de recharge pour véhicules routiers électriques ne peut être négligée. Le futur mode de fonctionnement V2G peut supporter le système d’alimentation de traction. Une installation de test avec un onduleur DC/3AC 400V a été installée à Bruxelles pour prouver le concept. Le système alimente six chargeurs standards de 11kW dans un parking de la SNCB. Des mesures CEM ont été effectuées. 1 Introduction As mentioned in [1], the achieved energy and power density of lithium-ion batteries is driving exponential introduction of electric cars, trucks and buses for several years now. However, due to the high additional power demand and connection costs, it is sometimes economically unfeasible to connect the new charging infrastructure for those vehicles to the public AC electricity grid, especially in rural areas. To provide the power to charge the batteries, at best using DC directly, railway traction power supply may be used as a cost-effective alternative. Belgian infrastructure manager INFRABEL’s traction power supply for its conventional railway lines mostly consists of a DC 3 kV system. As all traction power supply systems, it is designed to be able to assure the maximum load needed for the rail traffic according to the timetable, including some margin, but the energy demand from individual trains is extremely intermittent, showing high power peaks during accelerating phases. Even if this demand is aggregated over the entire INFRABEL network, one can still see a big difference between peak and offpeak hours. Figure 1 shows the load over the entire 3 kV traction network for one week starting on Sunday. The load difference between day- and nighttime, as well as during morning and evening rush hours is clearly visible. There is much less train traffic at night, on weekends and around noon on weekdays. On a high level during long times of the day, the traction power supply therefore has a lot of available capacity. This makes the existing, already expensive infrastructure inefficient, as it is not used to its full potential. This is even more true on a local level, in between individual trains. To make the most of the existing capacity of the traction power supply, TUC RAIL would like to use intelligent control of electricity demand. However, taking care of train traffic by the various train operating companies remains of course INFRABEL’s priority, so the demand for traction power is hard to influence. The possibilities of peak shaving are already addressed through other means like driving advisory systems (DAS) for train drivers. Therefore, adding eb 5 2024 ePaper Abonnement 2024 ã Georg Siemens Verlag GmbH & Co. KG Vervielfältigung und Verbreitung unzulässig und strafbar!
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