MODURBAN Noviembre de 2006
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1. Mr 3 where 2 track hight difference with equal slope for a particular wagon in m di z track length with equal slope and curve radius for a particular wagon in m My mass of wagon 2 in kg The second case suppose that for a particular speed regenerative brakes are almost useless and mechanical breaks are used Thus this specific speed is considered as input Bn 25 Ex 2 1 T AE 2 where Ex x _1 kinetic energy at z in J 6 3 Third train heat term Friction This term considers friction from wheels to rails or train to air The amount of energy dissipated on friction is calculated as the power wasted due to Aerodynamic Drag Forces and Curve Forces plus the Rolling Friction Force work oo Fp Fo V z At FRAT where Fp drag force in N Fr rolling frietion force in N curve force in V x train speed at x in m s The way this forces are calculated is further explained 13 6 4 Fourth train heat term O pens The fourth term considers the heat generated by electrical auxiliaries lights ventilators cooling systems and other electrical systems passengers and thermal losses from the third rail or joule losses in motors and other electrical elements Others Pass Auz Tr Mc with Pass passengers thermal load in W Aux electrical auxiliaries in W Tr third rail effect in W Mc malting of conductors W Each2. C Az length of the segment in m UL heat transfer coefficient per length of wall of tunnel between bulk air and wall in W mK E air temperature at x in C Te w earth temperature at the wall of the tunnel in U conductance ratio of heat transfer from earth surface to tunnel and from airflow to tunnel wall ground thermal conductivity in W mK typically 1 5 W mK 20 Simbol Sp Description depth of tunnel center under surface in m hydraulic radius of tunnel in m heat transfer coefficient at the inner surface of the tunnel in W m K alr Prandtl number Reynold number air speed season constant A 0 for summer and A 0 5 for winter volumetric heat capacity of ground in J m K duration of year ins 1 Y 31 5 10 s passengers thermal load in W passenger number single passenger thermal load in W electrical auxiliaries in W third rail effect in W melting of conductors in W line electrical resistance in Q current intensity in A mass lost in conductors per hour in kg hour conductors material latent heat in J kg mechanical power for motion in W electrical engines efficiency kinetic energy at x in J potential energy at x in J train speed at x in m s actual position of train in the z axis previous position of train in the z axis wagon mass in kg Simbol Description Renergy recovered energy i
3. Chile Estos dos investigadores han adquirido un expertise de alto nivel en el tema de modelamiento de ventilaci n en t neles y carros de Metro y transporte por trenes en general Ambos contin an en el proyecto por el a o 2007 y se prev que viajen a Europa durante el a o para realizar pasant as en algunas de las empresas europeas involucradas El producto y su propiedad intelectual El principal producto de esta etapa es un software de Balance Termal para simulaci n y an lisis de ambiente al interior de t neles y carros de Metro Los resultados de este producto aplicados a casos espec ficos fueron presentados en la reuni n realizada en la Universidad de Chile los d as 2 3 de noviembre 2006 a la cual concurrieron expertos de las contrapartes europeas Alstom Siemens Merak y Ratp Se aplic a los casos reales de los sistemas de Metro de Par s Madrid y Barcelona Se prev una aplicaci n sobre el caso de Santiago pero esto depende de un acuerdo con la empresa en relaci n al uso de los datos El software est en etapa final se afinan mejoras producto de la ltima reuni n en Chile y es materia de protecci n intelectual aunque debe considerarse en copropiedad con los socios del proyecto europeo Este producto ha sido generado completamente en Chile tanto en los aspectos del modelo f sico matem tico como la programaci n computacional incluyendo las interfaces de usuario La primera versi n se entreg oficialmen
4. Thesis Universitat Dortmund Dortmund 1991 4 H L von Cube Die Projektierung von erdverlegten Rohrschlangen f r Heizw rmepumpen Erdreich W rmequelle Klima K lte Ingenieur 1977 5 V Gnielinski Neue Gleichungen f r den Warmeund den Stofftibergang in turbulent durch str mten Rohren und Kanalen Forschung im Ingenieur Wesen 41 1975 6 Dan Marghitu Mechanical Engineer s Handbook ACADEMIC PRESS 2001 7 Edward Smith Mechanical Engineer s Reference Book Buttenvorth Heinemann Twelfth edition 2000 8 John Lienhard IV and John Lienhard Mechanical A Heat Transfer TextBook Phlogiston Press Third edition 2000 List of notations AAA Simbol Description ee Era nn Qs heat flow generated by the train in W Qa heat flow absorbed by air in W Or heat flow absorbed by ground in W As length of segment in m I actual position of train in the x axis Te 4 previous position of train in the x axis 741 next station 94 actual station heat generated by train running on one direction in J QT heat generated by train running on the other direction in J f frequency of trains per hour 3600 1 hour in s air flow inside the tunnel taking to account air renovation in m s 0 air density in kg m Cad specific heat of air J kgK T air temperature at C dea air temperature at z
5. a different folder eater it helnw nr click Arnwar Folder CiAngram 7i ezt CIA MM MaodF 3rowsa Dis Ccst d instal Mcdznercv for vouisetf or for anyone whc uses this comptter _ Byarysra to ero i AAA 5 4 Canuzt f lt Ba f Neat gt y a AS tee i CSP CIU II A OS A e A AE A 24 Se Oe dE PEAS NU AS 8 Select Next and you re done The installer will take care of all the work SASSY area es i LU ee vam LL a a Re ana A le ee eee sul ModE ergy Confirm Installation The ins aller is ready to install ModEnergy on your computer Click hext tc stat he ins alloticn 9 When installation status becomes ok select close button and start to using the software ee a nn ee 5 ModEnergy Installation Complete ModE nergy has bean successfully nstalled 4 Click Close to xit Please use Windows Upcate to check for any crrical updates to me NET Framework 10 If you need to remove Modenergy go to control panel and choose add or remove programs select Modenergy and remove on Add or Rerrove rograms NAA Currentty installed oregrans 201 2 Nane al Change or s I Darcos S M croson SQL Serve Deskop Engine S ze 63 93M8 j M crescit SQL Serve Desktog Engine SharePoint Sze 73 72MB v Mcrosoft visial j NET Redistributable Package i i T
6. n de un sistema mejorado de ventilaci n entregado por Metro en el tren NS 74 distinto a la modificaci n de los pasillos 3 Resultados y productos ofrecidos Descripci n y antecedentes del problema investigado hip tesis y supuestos de modelaci n e Simulaciones y resultados computacionales e Conclusiones y recomendaciones III MANUAL T CNICO DEL SISTEMA MODENERGY Simulador de Balance Termal en Tuneles de Metro Project MODURBAN FP6 Project IP 516380 EC Contract n TIP4 CT 2005 516380 Subproject MODENERGY WORKPACKAGE VVP16 Prescription for HVAC s in a total system approach and development of an advanced optimization software to reduce energy consumption Document title THERMAL BALANCE MODEL Prepared by Jorge AMAYA Guillermo POBLETE Roberto ROMAN Jos Antonio SANCHEZ Date October 26 2006 Centro de Modelamiento Matem tico Universidad de Chile Abstract This document contains the basic assum ptions and equations to describe the thermal balance model in a metro system This model is based on a system of equations arising from classic mechanics and designed to be a part of a more detailed energy efficiency model The goal of this model is to provide a rigorous justification for the construction of a software tool for simulation and optimization of a general metro line system The software can be used to study the behavior of energy and heat exchanges in the tunnel in order to pr
7. passenger is a thermal load of about 110 Watts therefore the total load will be Pass N Oase where N represents the number of passengers and Q ass a single passenger thermal load in W Auxiliaries lights ventilation and HVAC systems is assumed to be constant in each car In order to perform the calculations we use the average Auxiliaries value The third rail effect or joule effect depends on the line electrical resistance which varies with the distance from the nearest electrical substation Tr c Ro with R z line electrical resistance in I current intensity in 14 As a formalism we include the heat generated by the melting of the conductors but we consider this term to be irrelevant for our calculations Most 8600 with Miss mass lost in conductors per hour in kg hour Cr conductors material latent heat in J kg 6 5 Power calculations In order to achieve a specific speed the train has to overcome all the forces that are against its motion Therefore the inlet power can be conceived as the result of multiplying this forces with the train speed and adding the power waste in to Rolling Friction work FRA Foula F z V x TT F z Fiz 4Fp z Fo z Fs z where Power T power generated by the motors at W F 2 forces over the train at x in N The force needed to accelerate the train can be broken down into the following components e Inertial Forces
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9. ER 5 M crosof Visual j Recistributable Package 2 2 Bera 2 S 7f 47 Add New Programs Crac Vis ial Studio Enter cr se Arcoitect 2003 Fnglish Sze 1 017 00MB 5 e M crosoft Visual Studio 20C5 Team Suite Edition Beta 2 Eng is Sze 2 590 COMB 15 M crosoft visual S udio for Office System 2005 Runtime Bata 2 ze 5 35MB Add Remove 4 soft Visual S System 2008 2 Windows H Mcrosoft Visual Studio Tocis for Office Svstem 2005 Runtime Beta Comaonents iglwicex sze 13 6iMB ww MocLnergy Se 1 9308 Click herc or augnercrinfo rraguan Last On 30 12 2005 o chingetn s IJrogran or remov2 r rom your compte I Farge af Remove e a Malla refox 11 5 Mozilla Sunbird 0 2 9 Mozilla Thunderbird 11 5 S ze 2 amp RMR G MSCN Library Apri 2003 S7e 951 MR Chapter 2 Concepts and basics Introducing ModEnergy V3 0 ModEnergy is powerful and easy to use software for a thermal simulation of a Metro system designed for the demanding needs of the project the software is based in our model the way it was conceived and how one can use it to deal with what if scenarios We have made some simplifications but this actual model can be improved instead of using empirical parameters for the model we decided that the best approach was from a strictly physical point of view Thus the system is modeled as dynamic systems the trains that move between station
10. F To move forward the train must provide enough energy to over come the train inertia which is directly related to its weight Epi Mr a x where M train inertial mass in kg 25 train acceleration in m s 15 Rolling Friction Force Fr It is conceived as force necessarily to move the wheels forward and is directly proportional to the weight of the load supported by the wheels The magnitude of the friction force is Mrok where Fr rolling friction force in N A kinematic friction coefficient 9 gravity acceleration in m s Aerodynamic Drag Fp The force exerted on a train moving inside a tunnel depends in a complex way upon the velocity of the train relative to the air the viscosity and density of air the shape of the train the roughness of its surface and the tunnel cross sectional area 1 5 ArCppAV asar with Fp aerodynamic drag force N Ap train frontal area m Cp drag coefficient ar tunnel parameter For small values of the Reynolds number called laminar flow since the flow is nontur bulant the drag coefficient is inversely proportional to the velocity This means that the drag force is only proportional to the train velocity When the flow is turbulent the Reynolds number is large and the drag coefficient Cp is approximately constant This is the quadratic model of fluid resistance in that the drag force is dependent on the square of t
11. Rue 17 INFORME ANUAL DE PROYECTO APOYO COMPLEMENTARIO DE CONTRAPARTE PARA PROYECTOS DE COOPERACION INTERNACIONAL APROBADOS POR UNION EUROPEA Programa Bicentenario de Ciencia y Tecnologia Proyecto VI Programa Marco MODURBAN MODULAR URBAN GUIDED RAIL SYSTEMS FP6 PLT 516380 Noviembre de 2006 Ya 1070 p l TN 6 El presente informe contiene informaciones datos relativos al Proyecto MODURBAN del VI Programa Marco de la Union Europea y est por lo tanto sujeto a condiciones estrictas de reserva y confidencialidad CONTENIDO INTRODUCCION ANALISIS DEL EFECTO DE INSTALAR UN SISTEMA INTERCIRCULACION ENTRE COCHES MANUAL TECNICO DEL SISTEMA MODENERGY MANUAL DE USUARIO DEL SISTEMA MODENERGY DE INTRODUCCION Investigadores chilenos participantes Jorge Amaya U de Chile Rafael Correa U de Chile responsable Roberto Roman U de Chile Entidades europeas participantes en el subproyecto Alstom Francia Siemens Alemania Ratp Francia Bombardier Alemania Merak Espana Ansaldo Breda Italia La lista completa de participantes asi como otras informaciones de proyecto pueden ser vistas en htto www modurban org Formacion de investigadores Han participado activamente ademas de los investigadores senior dos investigadores jovenes Guillermo Poblete Ingeniero Civil en Computaci n Universidad de Chile Jos Antonio S nchez tesista de Ingenier a Civil Mec nica Universidad de
12. according to the pressure and temperature inside the tunnel but at the temperature range that we are working this properties do not varied significantly We display below the typical values used for atmospheric pressure and 300 K e air kinematic viscosity 44 1 857 kg ms e air thermal conductivity 0 02623 W mK 5 Heat Flow to Ground Qc Earth temperature at the wall of the tunnel depends firstly on the heat transfer from earth surface to deeper layers Secondly the air in the tunnel itself influences the earth tempera ture at the tunnel wall The calculations are based on approximations for the earth temperature which varies with the season of the year and depth under surface Heat transfer coefficients for the heat flow between air tunnel wall and earth are estimated from material coefficients flow properties and geometric parameters The following restrictions are made for the current version of the program e homogeneous earth is situated above and around the tunnel e ground properties are constant For to calculate the heat exchange in the tunnel the total length of the tunnel is divided into segments which are treated step by step Each segment is supposed to carry air of constant temperature so that heat exchange in the segment leads to a jump in temperature at the border between two segments The heat exchange for each segment is Qe AzUz 1 Taw 4 where Ax length of the segment
13. anical inefficiencies are taking in to account as the train increases its ac celeration T action are energy loses related with the differences between the motors electrical power consumption and power necessary for motion The train was modeled as a dynamic system that moves along rails The train has a certain mass tare weight load and rolling inertial mass Forces that act on the train are 11 inertia rolling friction air drag forces due to curvature and forces due to slope From the equations one can calculate the required force for the train to accelerate and thus the input power as well as the energy losses pr e Pose At 7 with Power mechanical power for motion in W n electrical motor efficiency The way the Power is calculated is further explained 6 2 Second train heat term B ares As the train brakes one part of the energy needed to decrease its speed is re injected to the lines and the other is dissipated as heat In this situation we have two cases The first on consider only the work of regenerative brakes and the braking efficiency related to it Drakes ALE 2 AE 2 Brakes 1 RECOV with recovered energy in J RECOV recovery rate 0 lt e lt 1 Ej 25 kinetic energy at z in J AE x potential energy difference at z in J These energy terms are calculated as Ex x E MTV z dh i AE 9 Mw is
14. assengers and other water sources Heat is extracted from the system by e Sensible and latent heat carried away by exhaust air e Sensible heat transferred to the earth surrounding the tunnels Nevertheless from a thermal point of view each track section is isolated from the rest of the line and this generic situation is extended to the general system So when we analyze a whole line it will simply be the sum of track sections between stations Thus a line will be a series of nodes that represent stations linked by tracks between them Each track shall have the actual length between stations as well as the specific slope and curvature Stations also have a specific length and temperature representing boundaries conditions for the calculation tool Therefore the whole system will be sequence of nodes stations interconnected by arcs 3 Thermal Balance For the analysis we first see what happens with a single train from one given station to the next one A train along a section of track has a distinct speed versus distance trajectory that is defined by the system operator Inside the tunnel we have to consider the following elements e Train is a thermal energy source This energy comes from rolling and air friction braking losses auxiliary power dissipated into the tunnel and passenger thermal load e Air in tunnel it heats up in response to the thermal energy dissipated by successive trains It is also a sink as
15. celeration Vi V iy ti t1 Kinetic Energy J kinetic energy at xi in J ref Thermal Balance Model page 14 Potential Energy J potential energy at xi in J ref Thermal Balance Model page 14 Inertial Force N Inertial Forces ref Thermal Balance Model page 15 Aerodynamic Drag Force ref Thermal Balance Model page 16 Curve Force N Force due to Track Curve ref Thermal Balance Model page 16 Slope Force N Force due to Track Slope ref Thermal Balance Model page 17 Mechanical Power W for motion ref Thermal Balance Model page 15 Train Heat Qt ref Thermal Balance Model page 11 14 Earth Temperature earth temperature at the wall of the tunnel in ref Thermal Balance Model page 10 Air Temperature air temperature inside the tunnel in is the result of the thermal balance shown in the Thermal Balance Model page 6 A First Look at Modenergy When you first open Modenergy you see the following areas Menus The menu contains two shortcuts e Exit menu Close the application e Help menu Contains documentation and informational links O About Informational dialog about Modenergy including the current software version number Other information that is provided includes the copynght and team developer A TA Ra ATAR RIGA TEE Re ES GIER AAA NETA xai BB uostrerey 3 by Alpha J COS 5 2 Edit Tool Manuals E Le A P rere el a Li dr Ds rr ee
16. d and accept the license agreement jj vodtaergy License Agreement P ease take mamentto rad tre license agreement now If you a2cept the terms belcw click I d A3ree then Next Ctherwise click Cancel id Lg SER E ET Refore installing md thereby nnsesling this Prodner please read csrefnily and accept the rerms ane conditions of the licence elow Thea choese the I Agree burton at the bottom of the page Do not install this Product if vou do not agree to the terms and conditions of the licence S SIN t 3 XD CON S AN A x s e This licence relates to che testing version of the Produc defined below Details of the fully E functional version of tlie Product cari be foucid un website i e There are no charges for usme this tesung version of the Product e Queries relzting to the Product should se addressed to IMA the supplier ofthe Product at the Co Not Agree sn idee a b Cancel E 3 lt Pack Nu cee E M 7 Determine the place on your hard disk where you want Modenergy to be installed Normally the proposed c program files CMM Modenergy will do fine Or else just browse to the directory where their current Modenergy version is found and select that as destination directory i ModErergv Select Installation Folder Tre installer will install VodEner zy to follow ng tolder Tn install nthia fcire click Nast Tn inval tn
17. en calculated as energy dissipated per meter of track when a train passes For the moment we suppose the track is horizontal and straight It should not be too difficult to incorporate slopes and curves The basic idea of this approach was to have a good breakdown of the different forces that act upon the train and then compare these with real cases of study New Features and Fixes Modenergy has been redesigned for improvement the new characteristics Here s what s new in ModEnergy V3 0 UI We developed a new UL improvements to product usability including descriptive object redesigned options menu working area and data Management Fixes bug Fix crucial Core layout architecture bugs paving the way for a more maintainable perform ant and extensible future New characteristics like O O engine thermal analysis 3 0 adding train parameters adding Lines with non homogeneous Stations adding trains with non homogeneous car adding curve and slope Pdf Report ModEnergy V3 0 Architecture The new ModEnergy architecture using three tier model compone EARL HERI ART RENT Business entities Correspondence between Software and Thermal model Distance m distance profile vector in x axis by one or all station S peed m s Speed profile vector in x axis by one or all station Time interval s t t 172 Vi Vi D X Xi 1 Accel m s2 ac
18. ento de los flujos de aire al interior de los carros como una forma de proponer modificaciones que permitan una mejor ventilaci n Esta es una l nea de trabajo que se est abriendo a nivel nacional y que permitir realizar en el futuro la transferencia de algunos resultados del proyecto Modurban al medio nacional En la reuni n realizada en el CMM en noviembre 2006 se acord iniciar gestiones tendientes a invitar al Metro de Santiago al Consorcio del proyecto Modurban Este es un proceso que puede tomar alg n tiempo pero se espera al menos realizar la aplicaci n de nuestro software a datos de Santiago durante en el a o 2007 El apoyo del Programa Bicentenario de Ciencia y Tecnolog a El soporte del PBCT al desarrollo del proyecto MODURBAN en Chile ha permitido por una parte facilitar la movilidad de los investigadores cuesti n esencial en este tipo de proyectos internacionales y por otra posibilitar la formaci n de recurso humanos a trav s de la participaci n de j venes investigadores Otro aspecto importante es la relaci n que se ha establecido entre esta unidad acad mica ejecutora y una importante empresa nacional Metro de Santiago a trav s de un proyecto espec fico de colaboraci n actualmente en desarrollo ANALISIS DEL EFECTO DE INSTALAR UN SISTEMA DE INTER CIRCULACION ENTRE COCHES DEL TREN NS 74 desarrollo con Metro de Santiago El estudio Se busca mejorar las condiciones de ventilaci n en los t
19. he velocity 16 e Force due to Track Curve Fo These force is a result of the change in the accelerating vector X l Fo V PAM with Fo force due track curve in N V train speed at x in m s r curve radius for a particular wagon in m La LF al Me A unas e PU une pla EET be cente al F Le Figure 3 Example sketch of train model In the example the force due curve is calculated as shown 1 Mp Mo Mp T o L A l o Lg T o Lc T o4 L p T o Lg Plo Lp Vio e Force due to Track Slope Fs Not always this force plays against motion It depends on the direction in which the train is moving down or up stream 17 with Fs force due track slope in N As shown in figure 3 in order to evaluate the slope force we used the approximation dhe dh g Ma ezta de 6 1 je dh po ER M W e Lp Ms e LE EN Mp o LF C D Glo L 4 lo Lg do LC dio Lp iba 18 7 References 1 Rohsenow and J P Hartnett Handbook of Heat Transfer McGraw Hill Boock Com paby New York 1973 2 St Benkert F D Heidt D Scholer Calculation tool for earth heat exchangers GAEA Department of Physics University of Siegen D 57068 Siegen Germany 3 K J Albers Untersuchungen zur Auslegung von Erdwarmeaustauschern f r die Kondition terung der Zuluft f r Wohngeb ude Ph D
20. in m UL heat transfer factor per length of wall between bulk air and wall in W mK T air temperature at x in C Taw earth temperature at the wall of the tunnel in C It is necessary to introduce a correction factor to represent the influence of the tunnel on the earth temperature Then comparing the heat flow from the earth surface to the tunnel with the heat flow through the tunnel wall the corrected earth temperature at the wall of the pipe is 4 U 1 where U is the conductance ratio of heat transfer from earth surface to tunnel and from airflow to tunnel wall This parameter U is defined to take into account thermal conductivity of the earth heat transfer coefficient between the airflow and the earth at the tunnel wall as well as the geo metric configuration vo 27 A 1 6 with A ground thermal conductivity 1 5 W mK So depth of tunnel center under surface in m Ro hydraulic radius of tunnel in m The heat transfer coefficient per length of wall of tunnel U depends only on h the heat transfer coefficient at the inner surface of the tunnel in the form Ur 2r Roh 7 The heat transfer coefficient at the inner surface of the tunnel h which is measured in W m K depends on flow properties dimensions of the tunnel and material properties of the air in the tunnel 2 in the form Ra 8 The Nusselt number Nu of air in a pipe depends on Reyno
21. it is evacuated from the tunnel e Earth around tunnel it is a thermal sink since it can absorb energy from the air The heat flow generated by the train Or in W can be decomposed in the form Ar Qu Qc 1 where Qa heat flow absorbed by air in W Qe heat flow absorbed by ground in W The final goal is to calculate the air temperature inside the tunnel To achieve that the heat overall exchange must be calculated The tunnel is divided in discrete segments of length Az where the speed and the air tem perature are assumed constant generating control volumes where the thermal balance could be calculated as shown below in equation 2 The terms in Figure 1 are 5 Xi 1 Xj Figure 1 Thermal balance model Ar length of segment in m Ti actual position of train in the z axis I previous position of train in the x axis 55 1 next station 5 actual station and we consider the following assumptions e A train is a car array e Each car has its own properties We assumed mean values for what happen up and downstream the train midpoint e The train midpoint concured whit the stations midpoint e Trains are accelerating or braking by the time they enter or exit the tunnel e Heat generated by the trains as well as the third rail is dissipated to the air in the tunnel e Air transfer heat by convection to the tunnel walls and floor Heat is transferred to the ground by conduction e Radia
22. lds number A and thus on flow rate For turbulent airflow Gnielinski gt proposes the following approximation Nu 0 0214 R9 100 P2 with Prandtl number of air R Reynold number The Reynolds number is basically the ratio of the inertial force of the medium over it viscous force 20V Ro 7 where V is air speed The Prandtl number of air is taken as a constant typically P 0 72 e AAT 10 The earth temperature at the wall of the tunnel not influenced by the tunnel denoted Tg o is calculated from the ambient air temperature with its mean value 7 and its maximum value Tmas assuming a sinusoidal temperature variation throughout the year Tao Tis Ins Ta e cos A 9 A parameter describes the thermal depth of the tunnel Heat flows from air to earth surface without resistance 2 E 50 where A season constant A 0 for summer and A 0 5 for winter volumetric heat capacity of ground in J m K to duration of year in s 1 year 31 5 x 10 s 6 Train Heat Qr The heat generated by a train can be split in four terms according on accelerating rate the use of brakes frietion loses and constant heat values related with the passenger load use of auxiliaries and others Equation 10 shows the different train heat sources Qr A Danes Paso Others 10 6 1 First train heat term Traction Electric and mech
23. lowing ways e Energy balances to categorize energy exchanges and properly identify the impact on energy consumption as well as thermal balance e Prediction of ambient conditions identify the conditions that will lead to uncom fortable situations in a metro line e Evaluation of the impact of changes in the system how a change in operation tech nology or other variables can affect energy expenditure in the system 2 The Model The whole system can be conceived as a series of nodes interconnected by tracks Each node is a station and the tracks link these stations We assume that energy flows as electrical energy into electrical substations that are located at given places From these substations a large amount of energy is injected into the train system including ventilation and auxiliaries From an electrical point of view there are essentially two systems the first one is the train auxiliaries and traction power the second one is a standard three phase system for stations control and ventilation The first one is a direct current system and the second one is alternating current These systems can be considered as isolated From a thermal and mass transfer point of view the systems are interconnected Normally air enters stations flows along corridors platforms and tunnels to be evacuated at ventila tion stations inside the tunnel Air gains heat and moisture from waste heat in the system and moisture released by p
24. n J RECOV recovery rate O0 lt e lt 1 Exr amp kinetic energy at x _ in J E amp _ potential energy at x _ in J Pawer Xi power generated by the motors at 2 in W F x forces over the train at x in N M mean train inertial mass in kg 2 train acceleration in m s rolling friction force in N K1 kinematic friction coefficient 0 gravity acceleration in m s FD aerodynamic drag force N Ar train frontal area m Cp drag coefficient AT tunnel parameter Fo force due track curve in N Fs force due track slope in N dh track hight difference with equal slope in m dl track length with equal slope and curve radius in m y curve radius in m IV MANUAL DE USUARIO DEL SISTEMA MODENERGY Simulador de Balance Termal en Tuneles de Metro MM CENTRO DE MODELAMIENTO Modenergy V3 0 User Guide Last Updated 2006 09 24 Copyright 2006 CMM This material may be distributed only subject to the terms and conditions set forth in the CMM Software License v1 0 or later the latest version is presently available at http www cmm uchile c License html Table of contents Chapter 1 Installation Requirements e Normal installation Chapter 2 Concepts and basics Introductions New Features and Fixes Architecture Correspondence between Software and Thermal model A First Look El o L Chapter 1 Installation Requirements b Microsof
25. opose efficient solutions for passengers comfort Contents 1 Introduction 2 The Model 3 Thermal Balance 4 Heat Flow to Air QA Heat Flow to Ground Q y vi 6 Train Heat Qr Os SE S 8 9 Ber FOL jak Oa AA AA 0 cd 4 un 1 First train heat term To cion Os Second train heat term B xes 6 3 Third train heat term Fusion y CCN S Ww D jet S sw NNN D E la 10 45 ES we El Y Y E oM BD cH Ae ws CN ddr DD MR O E A 4 ua o 51 No 9 x 6 4 Fourth train heat term 6 5 Power calculations d s ge A AR wm ww a A a AN Ur Y wv wv WW O 349 5 gt 86 i Wi 5 r 7 References 11 11 13 14 15 19 1 Introduction A train that runs on tracks out in the open does not significantly changes the thermal bal ance of the environment The losses that it dissipates do not affect the outside conditions in a measurable way But external conditions can and do affect the interior environment in a train In effect heat gained by radiation through glazing or by indirectly heating up the train skin can sig nificantly impact the interior conditions In a tunnel system the situation is quite different The energy exchanges between the train and surroundings can significantly change ambient conditions The model described in this document permits the analysis of this phenomenon in the fol
26. renes NS 74 Esto es determinar los beneficios que implicar a en t rminos de confort la mejora en la ventilaci n de los coches En general el objetivo es mejorar la calidad de servicio y adaptar los trenes NS 74 a est ndar de los trenes NS 93 que poseen intercirculaci n entre coches tren Boa la simulaci n se espera determinar e Efectos en la temperatura e Efectos en la sensaci n t rmica al interior de los coches a distintos niveles de carga e Efectos en la renovaci n del aire en los coches e Contrastar con las condiciones del tren NS 93 y establecer las desviaciones Actividades del estudio Para concretar el objetivo del estudio se requiere realizar mediciones reales en los trenes de temperatura del flujo del aire al interior del coche y de cualquier otra variable necesaria para efectuar la simulaci n en los trenes NS 74 y NS 93 Para evitar la turbulencia entre los coches se debe considerar estanqueidad entre un coche y el otro suponer un fuelle estanco entre stos Las actividades son e Realizar mediciones reales en los trenes temperatura flujo del aire etc en los trenes NS 74 y NS 93 e Simular el efecto de reemplazar las puertas actuales de los trenes NS 74 por puertas permeabies con celos as o rejilla que permitan el paso del aire entre los coches e Simular la situaci n actual de los trenes NS 93 para contrastar con el tren NS 74 e Simular la situaci n considerando la instalaci
27. s and this system has certain energy inputs and outputs Then we have the tunnel system that interacts with the energy exchanges that rise from the train system Train model The train was modeled as a dynamic system that moves along rails The train has a certain mass tare weight load and rolling inertial mass and one wants it to follow a certain acceleration and deceleration curve Forces that act on the train are inertia rolling friction air drag From the basic equations one can calculate the required force for the train to accelerate and thus the input power as well as the energy losses Speed distance track From basic kinematics we use the speed versus distance for this simple model We had to use a 1 meter interval to have good enough approximations One can input and change parameters such as mass empty passengers and inertia the acceleration versus distance profile rolling resistance drag coefficient and the power dissipated by auxiliaries Braking efficiency actually can be modified Kinematics results Besides the speed versus distance profile one also obtains the force necessary to accelerate the train and also the different losses including braking losses These are presented both as kW as well as kJ per meter From these results it is evident that except during braking one important loss to the tunnel is due to auxiliaries As the train moves along the track there is power dissipating as heat This is th
28. t Windows 2000 with Service Pack 4 Windows XP Professional or Home Edition with Service Pack 2 or Windows XP Tablet PC Edition Windows 2003 Server NET Framework Version 1 1 Redistributable Package download from http www microsoft com downloads details aspx Family D2262d25e3 f589 4842 8157 034d1e7cf3a3 amp displaylang en 2 GHz Pentium IV class processor or better 128MB of RAM min 256 MB or greater recommended Up to 2 MB of available hard disk space Normal installation 1 For a successful installation of ModEnergy Software administrative access to your PC may be required which is normally provided by your IT department Click the Download Now button A dialog box will appear asking you where to save the Installer Save the Installer on your desktop and wait for it to download completely 4 An Installer icon will appear on your desktop Double click on it ModEnergySetup msi 5 The installation program will be started automatically i McdEr ergy Welcome to the ModEnergy Setup Wizard The insta ler will guide vou through tha steps required o install ModEnergy on your computer WARNING This computer program is protected by ccpyrigh law and international treaties Unautiorized duplication cr distribution of th s program ot any portion of it nay resultin severe civil ur Jiminel and vall be pruseculec lu He reiesirmarm extent possi e under he lew Cancel EF 6 Rea
29. te tanto a los miembros del Consorcio como a la Comisi n Europea en junio de 2006 Paralelamente el CMM mantiene la p gina Web www cmm uchile cl modenergy de acceso restringido a los miembros del Consorcio en la cual reside la versi n actualizada a octubre 2006 completamente operativa y en uso actualmente por los miembros del Consorcio involucrados en el producto A trav s de esta p gina y de un Blog creado para ese efecto los miembros del equipo en Chile interact an con los participantes europeos Movilidad Durante el a o 2006 se han realizado en Europa las siguientes reuniones de avance del proyecto a las cuales han concurrido dos investigadores chilenos cada vez Par s Ratp 23 24 de febrero Madrid Merak 22 23 de junio La tercera reuni n se realiz en Santiago los d as 2 3 de noviembre con costos a cargo del proyecto chileno La pr xima reuni n est prevista para los dias 6 7 de febrero 2007 en los locales de Ansaldo Breda Italia A ella concurrir n al menos tres miembros del equipo del CMM Difusi n al medio nacional Como parte de la inserci n de los resultados del proyecto en nuestro pa s el equipo de trabajo tom contacto con la empresa Metro de Santiago que deriv en un estudio que actualmente se est realizando en el CMM sobre la tem tica An lisis del efecto de instalar un sistema de intercirculaci n entre coches Esta investigaci n se orienta a simular y describir el comportami
30. tive exchanges short wave between train and tunnel are assumed to be negli gible The total thermal load along a section of track will depend on how many trains pass during a given time interval the type of the train its speed and the amount of transported passengers In order to stabilize the flows inside the tunnel we consider a one hour regimen with constant frequency The total heat generated by the trains in both directions is 7 j 2 where Qn heat generated by one train running on one direction Qm heat generated by one train running on the other direction f trains per hour 4 Heat Flow to Air Q4 Air heat flow is calculated with equation 3 using stations temperatures gt as shown in figure 2 Figure 2 Air flow inside the tunnel Air flow inside the tunnel is considered as an input and must obtained taking in to account that air flows along the axis of the tunnel by three effects first by the air extractor system N second by the piston effect of the trains third by chimney effect due to different air densities between the tunnel and external ambient air as well as different elevations of stations Qa WapaC ATi Ti 3 where wa air flow inside the tunnel taking in to account air renovation in m s pa air density 1 177 kg m Cpa air specific heat 1007 J kgK T air tem perature at x in C dia air temperature at z in Air properties change
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