Page 298 - 360.revista de Alta Velocidad - Nº 6

Berrios Villalba, Antonio. Martínez Acevedo, José Conrado. Tobajas Guerra, Carlos. Gómez Alors, Antonio.

KEYNOTE

• There may be a support system photovoltaic that feeds the Ferrolinera through your
appropriate CE.

• There are also bi-directional Ferrolineras, i.e., that batteries of the vehicle to which feed
can in turn contribute to the power of the electric rail system if there was demand for this.

• There is a communications network that connects all EC computers with the management
team of the substation, in a manner that emit instructions of operation to each CE based
on the curve of the substation load. Although it is not indicated in the above scheme, this
system is also connected to the corresponding planning and traffic control system (Note: as
you will be indicated later, this communications network is not in the scope of the present
technological project).
• In addition, for those EC feeding several Ferrolineras also exists an internal communications
network that regulates the operation of each one of them according to the EC control
setpoint (Note: as you will be indicated later, this network of communications Yes is in the
scope of the present technological project).

2.2 Ferrolinera: electric recharging point on the railway network

The concept of Ferrolinera has been designed by Adif and refers to that point of recharging of
electric vehicles is connected to an electric rail network.

The unique characteristics of the electric rail system are represented, mainly, by the very
randomness of electrical loads, while dealing with movable loads (trains). It based this type of
charging differentiate independently with respect to other concepts. It should be noted that in
ADIF there are fed to 3,000 V DC (3,000 V DC) traction and traction networks fed to 25,000 V
AC single phase (25,000 V AC). 3,000 V DC networks are used in the conventional network while
the 25,000 V AC mains is used on high-speed lines.

The main problem of power electric vehicles en masse from a railway catenary is the modification
of the electrical substation load curve (SE) corresponding. As is to be expected, if there are
additional electrical loads represented by trains, the nominal power of the substation may be
reduced, there may be significant technical limitations to supply more trains. This fact does not
matter because in any case it would not be permissible to feed electric vehicles at the expense
of limiting the power to trains.

Figure 2 represents in schematic way the existing in one substation any load curve (blue). This
type of load curves is characterized by its irregular profile due to the characteristic of the
burden the train (load variable in space and time).

In the event a series of Ferrolineras is connected to the catenary, a constant overhead (PA) is
generated to substation (red). If Pmax is the maximum power that the substation can provide,
there is that from the moment of connecting these new burdens might be considered overrides
specific on Pmax. To all intents and purposes, these overrides are represented by tips to the
substation is not able to satisfy, which would cause that promptly not you could feed the trains
(or the burden represented by the Ferrolineras) according to the demanded power. As you can
see in the figure, the overhead is represented by PB.

It should be noted that ADIF has registered the Ferrolinera mark under application M2965746-6
of the Spanish Office of Patents and Trademarks.

296 360.revista de alta velocidad