Development of a Train Operation Power Simulator Using The

PAPER

Development of a Train Operation Power Simulator Using the Interaction between the Power Supply Network, Rolling Stock Characteristics and Driving Patterns, as Conditions

Yoko TAKEUCHI Transport Operation Systems Laboratory, Signalling & Transport Information Technology Division

Tomoyuki OGAWA Hydrogen & Sustainable Energy Laboratory, Vehicle Control Technology Division

Hiroaki MORIMOTO Power Supply Systems Laboratory, Power Supply Technology Division

Yoichi IMAMURA Shingo MINOBE Shoichi SUGIMOTO West Japan Railway Company

In order to estimate train operation power consumption more precisely, a train operation power simulator has been developed which executes a coupled-analysis of the power supply network, rolling stock characteristics and driving patterns. First, the outline of the simulator is described. Secondly, the simultaneous measurement of substations and rolling stock within a limited feeder section is explained. Then, the degree of accuracy of this simulator was verified through comparison of calculation results with simultaneously measured results.

Keywords: DC feeding system, energy consumption, simulator, substation equipment, rolling stock characteristics, driving pattern, regenerative break

1. Introduction those systems focus only on isolated factors, such as power supply, rolling stock design or train operation. Although the In the past, one of the main purposes for estimating rail- calculation models and conditions for each element were im- way traction power was to obtain the maximum load power plemented in detail, their treatment of ancillary factors was for designing ground equipment or vehicle devices. More re- sometimes inadequate. As a result, calculated results often cently however, there has been a growing need to reduce en- differed from measured results. Therefore, in order to obtain ergy consumption in the railways, particularly in Japan. The more accurate estimations of energy used during train opera- revised Law on Rationalization of Energy Use was brought tion, it was necessary to include other factors in the simula- into force in 2005. After the 2011 Tohoku earthquake there tion, such as calculating the current and voltage of a number were not only power shortages but also an increase in elec- of trains, calculating the speed profiles of the trains reflect- tric rates. This forced railway companies to introduce ener- ing their voltage, and reproducing different driving patterns. gy-saving policies, such as power storage facilities, energy- Furthermore, these functions needed to be included in the saving vehicles and energy-saving driving patterns. This form of a coupled-analysis following a suitable procedure. situation also gave rise to the need for a method to estimate The effect of energy-saving policies is measured in the energy-saving effect of each policy, accurately. As such, a percent of reduced energy use. Therefore, when estimating simulation was developed to estimate the power needed for the energy-saving effect through simulation, the accuracy train operation, centered on interaction between the power of calculated results for energy used during train opera- supply network, rolling stock characteristics and driving re- tion needs to remain within a margin of error of ±10%. gimes. A number of in-service railway lines and trains were In order to verify the accuracy of the simulation, it is very used for the purposes of this study. important to compare calculated results with the simul- This report explains the calculation method used in the taneously measured results from substations and rolling simulation and the simultaneous measurement of substations stock. Precise verification requires simultaneously mea- and rolling stock within a limited feeder section [1]. The accu- sured experiment results from all substations and trains, racy of the simulation method was then verified by comparing provided that only the trains within the feeding section are calculated results with simultaneously measured results. measured. Synchronized data from substations and trains also need to be compared with the simulated results.

2. Related studies on train operation power simulation systems 3. Calculation method of the train operation power simulator Various train operation power simulation systems have already been put into practical use [2-5]. However, In order to accurately estimate the amount of energy

98 QR of RTRI, Vol. 58, No. 2, May 2017 consumed by a train during operation a simulation system the vehicle schedule. was developed which integrates the methods for calculat- T Assigns a type of rolling stock to the generated train. ing energy consumed by rolling stock, depending on driving T Controls railway tracks and calculates the position of patterns, train control and power supply. These methods each train. were drawn from other studies conducted using expertise T Sets the data for train position, current, voltage and from other relevant sections within RTRI. The rolling stock speed to the feeding circuit calculation component and the component and the speed profile component are based on rolling stock calculation component and conducts a con- the calculation logic“ Hybrid-Speedy” [4] which calculates vergence calculation to solve circuit equations iteratively. speed profiles and rolling stock energy consumption. The T Calls the speed profile calculation component accord- feeding circuit component for the simulation method was ing to the train schedule order and runs each train devised by using and improving excerpts from the sub- between stations. module calculation of a DC feeding circuit voltage depres- Feeding circuit calculation component sion from a“ power diagram,” [5] which is one of the con- T It is assumed that the current and voltage of each ventional simulation methods for finding energy use during train are constant during each time unit Δt [s]. train operation. The train operation component controls T To calculate the voltage and current values of all trains the trains and manages the simulation time, was based on until the relationships between them become appropri- a“ train operation and passenger flow simulator”. ate at each Δt. T Conducts a convergence calculation which requires 3.1 Calculation components of the train operating solving circuit equations iteratively. power simulator Rolling stock calculation component T Simulates rolling stock characteristics in detail and Figure 1 shows the input and output data, the functions calculates the current needed for the feeding circuit and the components of the train operating power simulator. calculation. Figure 2 shows the display image of calculation results. The T Calculates the tractive force needed for the speed pro- main functions of each component are as indicated below. file calculation using the voltage of each train. Train operation control component: Speed profile calculation component T Controls simulation time. T Takes each predefined change point such as point T Generates trains according to the train schedule and where notch, gradient and curve are changed, as a cal-

【rolling stock】 •Tractive effort •Tractive power •Brake power 【feeding circuit】【train opeartion】 •Squeezing regeneration •DC resistance of overhead •Train diagram 【line】 •Brake effort contact line and rail •Vehicle schedule •Kirometerage •Running resistance •Position of substation •Congestion rate •Curve •Weight •Position of ground Facility •Drivers operation, •Gradient •Wheel diameter •Specification of rectifier, etc etc •Speed limit, etc •Auxiliary machine power, etc

Train operation control component 30 Train operation 国国国国国国国 Control of time, train diagram, line Call each calculation component power simulator 国国

国

Position of trains Current Voltage Speed・notch Tractive power

Feeding circuit Rolling stock Speed profile calculation component calculation component calculation component Control the type of rolling Control running line stock Calculate acceleration Control feeding circuits Calculate current, tractive Make the fastest speed profile Calculate voltage power and brake power Specify drivers operation

Voltage Current Tractive power Speed profile

Flow of a convergence calculation

【substation】【train】 Time-shift of voltage and current Time-shift of voltage, current, position, speed and notch Fig. 1 Input and output data, functions, components of the train operation power simulator

QR of RTRI, Vol. 58, No. 2, May 2017 99 SS1 SS2 Train position/ SS3 SS4 driving operation

9 Braking 7 5 Coasting Coasting 駅A 駅B 駅C 駅D 駅E 駅F 駅G 駅H 駅I

Coast 6 8 Powering Current Voltage Energy consumed Speed 2500 2000 200 100 2000 1800 160 80 1500 1600 Calculation120 result of train 60 |v| |A| 1000 1400 |mm| 80 40 |L･mh| 500 1200 40 20 0 1000 0 0 2 4 6 8 10 12 14 16 2 4 6 8 10 12 14 16 2 4 6 8 10 12 14 16 2 4 6 8 10 12 14 16 1 3 5 7 9 11 13 15 1 3 5 7 9 11 13 15 1 3 5 7 9 11 13 15 1 3 5 7 9 11 13 15 Current Voltage Energy consumed 2500 2000 1000 2000 Calculation1800 results 800 1500 1600 600 |A| |V|

1000 of substa1400tion |mm| 400 500 1200 200 0 1000 0 SS1 SS2 SS3 SS4 SS1 SS2 SS3 SS4 SS1 SS2 SS3 SS4

Fig. 2 Calculated results display [6]

culation point. Also adds a calculation point per maxi- Δt Simulation time Calculation voltage of train i mum calculation unit distance Δs [m]. Voltage T Calculates the speed profile of a specific section in of accordance with speed limits, line conditions, rolling Train i stock characteristics, driving regime specifications and [V] tractive force, obtained from calculated results from the rolling stock calculation component. Time T Produces the fastest speed profile unless driving re- 0 gime specifications prescribe otherwise. Δt Δt Δt Δt Δt

3.2 Method for coupling the components Δt Simulation time Calculation current of train i

Out of a need for discrete calculation, although train Current of operation power is changing continuously, calculations Train i are conducted per time unit Δt [s] in the feeding circuit [A] Time calculation component, while in the speed profile calcula- 0 tion component, calculations are conducted at calculation point intervals of distances less than the unit Δs [m]. This asynchronous alternately coupled algorithm has an affin- ity with the speed profile calculation component because Δt Δt Δt Δt Δt Δt and Δs can be selected independently. The calculation models of the speed profile, the rolling stock and the feeding circuit calculation components can be constructed inde- Δt Simulation time × Calculation point of speed proﬁle of train i pendently, especially in the case of this algorithm. The im- Speed × ages of current, voltage and the speed profile of calculation of × × × ×× × × × units are shown in Fig. 3. The actual method for coupling train i Maximum × × [km/h] Δs[m] the components is indicated below. × × (1) Using the simulation system, current and voltage for Time each train are calculated for the time period tj to tj+1 (the 0 × × feeding circuit calculation component and the rolling Δt Δt Δt Δt Δt stock calculation component). (2) Using the simulation system, speed profiles per Δs [m] Fig. 3 Image of calculation units for current, voltage and

are calculated for the time period tj to tj+1 based on the speed profile [7] results of (1) (the speed profile calculation component). (3) The simulation system put forward the time unit Δt (the by trains during operation are realistic or not, it was neces- train operation control component). sary to verify if the calculation logic of the train operation power simulator was correct or not. Measured results from a real line were therefore compared with results obtained from 4. Verification of the accuracy of the train operation a simulation conducted under the same conditions as those power simulator applied during measurement. It was difficult to correlate the measured results from substations with those of the target In order to establish whether estimations of energy used trains in operation because feeding sections are not divided

100 QR of RTRI, Vol. 58, No. 2, May 2017 per substation. In addition, it was also difficult to obtain the 4.1 Outline of the simultaneous measurement tests train operation data for all target trains. Initially therefore, night-time test runs were used to measure the current and Two sections were selected for tests: one underground voltage of all substations and the notch, speed, current and on the JR-Tozai Line from Kyobashi Station to Amagasaki voltage of all target trains, provided that no other trains Station, which had an inverter for regenerative electric － than the target trains were present in the feeding section in power; and one above ground on the Osaka-higashi Line, question. Next, we set the data of the target trains and sub- from Hanaten Station to Kyuhoji Station. stations as possible as correctly described below in section The rolling stock was equipped with digital transmis- 4.3. Then, the train operation power simulator was then ap- sion equipment to collect information at ten to several hun- plied, and accuracy was validated by comparing measured dred meter intervals, to calculate power consumption. The results to the calculation results in order to confirm the cal- test train timetable was composed of three round trips per culation logic of the train operation power simulator. day for one train set and two train sets making a journey Firstly, nocturnal test runs were held in an underground from one end to the other of both test sections. The train dia- section of the JR-Tozai Line using one or two train sets in gram for the two train sets is shown in Fig. 4. Water tanks November of 2013 [1]. Measured results were compared were placed on the first train set in order to reproduce an oc- with simulated results obtained under the same conditions, cupancy rate of about 50% while the second train ran empty. which confirmed that there was a large difference in regen- In the substations, measurements were made of voltage erative power between the two cases. This is because in the and current in each feeder circuit DC bus line and in the in- simulation, the speed profile is calculated on the assump- verter for regenerative electric power. Off-the shelf GPS module tion that the brake notch, remains the same during braking, signals were used as recorder sampling clocks in order to syn- while in the test runs, drivers finely tuned the brake notch, chronize time between the two subsections [8]. Figure 5 gives which generated differences in current and voltage. the example of measurements taken on the JR-Tozai Line sub- Therefore, the next test runs were held in an under- section. The Kyobashi and Amagasaki substation DC circuit- ground section of the JR-Tozai Line and an open section of breakers located at the edge of the test section were opened, to － the Osaka-higashi Line using one train set in November of ensure that only power from the Shin-fukushima and Mitejima 2014 with the condition that drivers used the same brake substations was supplied, and in order to cut off power inter- notch. Measured results and simulation results were then changes between the target section and the other sections. Sim- － compared to verify the accuracy of the simulator. ilarly, for the Osaka-higashi Line test section, electric power The section below explains: the outline of the simulta- was supplied only from the Hanaten and Kami substations. neous measurement tests (4.1), efforts to indicate the most suitable driving pattern (4.2), entering input data into the 4.2 Efforts made to indicate the most suitable driv- simulator (4.3), calculation results from the simulator (4.4) ing pattern and verification of accuracy based on comparisons with measured results obtained from the tests (4.5). In order to reproduce simulation conditions as closely 1st train Kyobashi st. set(loaded) Ōsakajokitazume st. Ōsakatenmangu st. 2nd train Kitashinchi st. set(empty) Shinfukushima st. Ebie st. Mitejima st. Kashima st. Amagasaki st.

Fig. 4 Train diagram of the test run (two train sets) [7] Ōsakajo Kita Kyobashi st. -kitazume st. -shinchi st. Ebie st. Mitejima st. Amagasaki st.

Ōsaka Shin -tenmangu st. -fukushima st. Kashima st. 12.5km

Kyobashi SS Shinfukushima SS Mitejima SS Amagasaki SS

On A Inverter for V regenerative V Oﬀ electric power A A A A A A A A A A

Fig. 5 Outline of measurements made at the substations on the JR-Tozai Line section [7]

QR of RTRI, Vol. 58, No. 2, May 2017 101 as possible, the same brake notch was used during the test stock indicates traction circuit power without auxiliary runs in November 2014. First, the running time between machine power.“ SS” is the abbreviation for a substation. stations was set using historical running time data ob- Solid lines represent measured results, while the dashed tained from train data collection devices [9]. Next, speed lines represent the calculated results. The speed curve col- profiles were calculated using these running times and ap- ors indicate the driving patterns and notch; blue dose pow- plying the function for producing speed profiles used for es- ering, green dose coasting and red dose braking. timating energy consumption [10],“ Hybrid-Speedy”. Then, The speeds calculated were well accorded with the ones the speed profile data was then used to indicate a driving measured, confirming reproducibility of actual train opera- pattern, while taking into practical application of such driv- tion by reproducing actual train operating patterns. ing patterns into account. This process was applied, while attempting to stop the test train as near the stop line as 4.5 Verification of accuracy possible, using same brake notch, and with a running time which was as close as possible to the actual running time. This section verifies the accuracy of the train operation power simulator by comparing electrical energy use and re- 4.3 Entering of rolling stock data into the train op- generation. Concretely, energy supply and regenerative en- eration power simulator ergy were calculated by dividing electric power into positive and negative groups and integrating them. The energy con- It is important to set input data correctly in order to sumed is the energy supplied minus regenerative energy. obtain accurate calculations. As such the common running Given that in the November 2013 running tests, where resistance equation was replaced with a method for esti- trains were brought to a halt before the specified stopping mating running resistance characteristics using train data line through drivers carefully adjusting the brake notches collection devices [11]. The values of running resistance during braking, differed from the simulation where single- which were used in the calculation are shown in Fig. 6. As notch braking is applied for reproducibility, accuracy was a result, this made it possible, using the simulator, to accu- verified using the November 2014 running tests. In the rately calculate speed during coasting in high-speed areas. November 2014 running tests single-notch braking was ap- The power characteristics and the auxiliary power of plied, causing trains to overshoot the designated stopping the rolling stock, etc., were modeled using design values point. In these cases, energy values were calculated with- and revised in the light of measured results from substa- out the small amount of traction energy required to bring tions. The characteristics of the rectifier and inverter for the train back to the designated position in the station. On regenerative electric power were set on the basis of static the JR-Tozai Line section, the regenerated energy from one characteristics reflecting actual conditions. train set was absorbed by the inverter at the Shin-fukushima SS and used for the other test-run train set. On the － 40 Osaka-higashi Line however, the test run was conducted using only one train set, which means that regenerative ]

N energy could not be reused except for the auxiliary equip- k

[ 30 Above ground Tunnel ment energy bringing final regenerative energy close to 0. e c

n Therefore, in order to verify accuracy of the method, in the a t

s case of the JR-Tozai Line consumed, supplied and regen-

i 20 s

e erated energy were taken into account, whereas on the

r －

g Osaka-higashi Line only consumed energy was counted. n i 10 Substation measurements were corrected offset val-

unn ues, and offered higher levels of resolution rolling stock R measurements [12]. This suggested that the estimation 0 accuracy using substation results was higher than when 0 20 40 60 80 100 120 using rolling stock measurements, therefore, accuracy was Speed [km/h] verified using energy measurements from substations. Fig. 6 Running resistance used in the calculation A comparison between obtained energy values is given in Figs. 10 and 11. The error between measured and calcu- 4.4 Calculation results lated results was 3.6% on the JR-Tozai Line and 1.5% on － the Osaka-higashi Line for the November 2014 test runs. The simulation was conducted using the test run train The error in measurements for a single SS exceeded the er- schedule. Using the simulator function for specifying the ror found after the summation of measurements from two driving pattern, the kilometer distance between periods SS. This showed that while there was high accuracy in total when the train was coasting or powering after coasting, energy value calculations there was still a problem in cal- and the notch to be selected based on the test run to repro- culating the load distribution between SS. The main reason duce actual train operating conditions, were selected. for this was that the simulation had not taken into account The measured results for the two train sets on the JR- occasional variations in voltage during the ten-minute test Tozai Line in November 2013, the train set on the JR-Tozai period, due to demand from external users and the electric- － Line in November 2014 and the train set on the Osaka- ity company as a result of normal grid operation. higashi Line in November 2014; and the calculated results This confirmed that if measurement data and all input obtained with the train operation power simulator, are data relating to rolling stock, electrical energy, driving pat- shown in Figs. 7 to 9 respectively. The power of the rolling terns, etc, were provided in accordance with the specified

102 QR of RTRI, Vol. 58, No. 2, May 2017 3000 ]

W KamiSS-measurement KamiSS-calculation test conditions, then accuracy of the simulation would be k 2000 1000 high enough to achieve good agreement between measured er [ w 0 and calculated results. Po -1000 3000 ]

W HanatenSS-calculation k 2000 1000 er [

] 3000 MitejimaSS-measurement MitejimaSS-calculation w 0

2000 Po HanatenSS-measurement

[kW -1000 1000 1st train-calculation 1st train-measurement

] 2000 W wer

0 k o 1000 P -1000 ShinfukushimaSS-measurement er [ 0 ShinfukushimaSS-calculation w Po

] 3000 -1000 2000 [kW 1000 75

wer 0 o ]

P 1st train-measurement(solid) -1000 m/h

k 50

] 2000 ed [

e 1st train-calculation(dashed) [kW

1000 Sp 25

er 0 w o P -1000 0 1st train-measurement 1st train-calculation 03:07:30 03:09:30 03:11:30 03:13:30 03:15:30 Time [hh:mm:ss]

] 2000 W k

[ 1000

Fig. 9 Comparison between measured and calculated re- r

e 0 w sults o P -1000 (2014, Osaka-higashi Line) 2nd train-calculation 2nd train-measurement

] 75 h

/ 1st train-measurement(solid) 1st train(error rate11.2%) m

k 50 [

ShinfukushimaSS(error rate-1.0%) 1st td rain-calculation(dashed line) Calculation e

e 25 Measurement p MitejimaSS(error rate12.6%) S

0 SS total(error rate3.6%)

] 75 0 10 20 30 40 50 60 70

h 2nd train-calculation(dashed) /

m Consumed energy [kWh] k

[ 50

d 2nd train-measurement(solid) e 1st train(error rate3.3%) e 25 p S ShinfukushimaSS(error rate-1.5%) 0 Calculation 02:12:15 02:14:15 02:16:15 02:18:15 02:20:15 02:22:15 MitejimaSS(error rate12.6%) Time [hh:mm:ss] Measurement Fig. 7 Comparison between measured and calculated re- SS total(error rate2.3%) sults 0 10 20 30 40 50 60 70 (2013, JR-Tozai Line, test run with 2 train sets) Supplied energy [kWh] 1st train(error rate-14.5%) Calculation 3000 Measurement ] ShinfukushimaSS(error rate-2.6%) W

k 2000 [ MitejimaSS-calculation

r 1000 0 10 20 30 40 50 60 70 e

w 0 Regenerative energy [kWh] P o -1000 MitejimaSS-measurement

3000 Fig. 10 Comparison between consumed, supplied and ]

W ShinfukushimaSS-measurement

k 2000 regenerated energy [

r 1000 (2014, JR-Tozai Line, test run with one train set) e

w 0 P o -1000 1st train-calculation ShinfukushimaSS-calculation 1st train(error rate1.6%)

] 2000 W HanatenSS(error rate2.6%) Calculation k

[ 1000 Measurement

r KamiSS(error rate-4.9%) e

w 0 SStotal(error rate-1.5%) P o -1000 0 10 20 30 40 50 60 70 80 1st train-measurement Supplied energy [kWh] 75 1st train-measurement(solid)

] Fig. 11 Comparison between consumed, supplied and h /

m regenerated energy k 50 [

d 1st train-calculation(dashed) (2014, Osaka-higashi Line) e e S p 25 5. Conclusion

0 03:24:15 03:26:15 03:28:15 03:30:15 03:32:15 03:34:15 03:36:15 This report describes the calculation method used for Time [hh:mm:ss] a train operation power simulator which can be used when Fig. 8 Comparison between measured and calculated re- ground facilities, rolling stock and driver pattern are speci- sults fied, and relates how the calculation was verified. This ef- (2014, JR-Tozai Line, test run with one train set) fort was aimed at improving a simulation system to repro-

QR of RTRI, Vol. 58, No. 2, May 2017 103 duce real train operations more realistically. This included purpose Energy Simulator for a Running Train,” Joint speed profile generation to estimate energy applied to calcu- Technical Meeting on “Linear Drives” and “Transporta- late speed profiles with a specified running time [10] which tion and Electric Railway”, I.E.E. Japan, LD-14-067/ was incorporated into the simulator. Other improvements TER-14-030, 2014 (in Japanese). were made to the simulator to be able to make calculations [5] Hase, S. and Ito, T.,“ Power Simulation by Inputting using commercial train timetables on a wide range of lines. In Train Diagram for DC Feeding Circuit,” J-RAIL2001, addition, a method was examined to input required data using pp.733-734, 2015 (in Japanese). train data collection devices [9][11][13]. There is also a need to [6] 武内陽子，小川知行，森本大観：複数分野の協調による be able to simulate brake notch operation more realistically. 列車運行電力シミュレータの開発，運転協会誌，2016 年 These paths for research will continue to be investigated in 1 月号，2016 (in Japanese). order to estimate the effects of energy-saving policies. [7] Takeuchi, Y., Ogawa, T. et al.,“ Basic Development of Coupled-Analysis Traction Power Simulation System and Verification by Energy Consumption Measurement Exami- Acknowledgments nation,” Technical Meeting on “Transportation and Electric Railway”, I.E.E. Japan, TER-14-049, 2014 (in Japanese). Part of the development of the train operation power [8] Imamura, H. and Morimoto, H.,“ The time synchroni- simulator was funded by a Railway Technology Develop- zation measurement technique between the substation ment Grant from the Ministry of Land, Infrastructure, by the general-purpose GPS receiver module,” 2015 Transport and Tourism. Annual Meeting Record I.E.E. Japan, I.E.E. Japan, 5-144, 2015 (in Japanese). [9] Ogawa, T., Takeuchi, Y. et al.,“ Development of an Analy- References sis System for Large-scale Data by a Train Data Collection Device,” J-RAIL2015, SS3-1, 1705, 2015 (in Japanese). [1] Minobe, S., Imamura, Y. et al.,“ The examination which [10] Ogawa, T., Sato, K. et al.,“ Speed Profile Generator measures power consumption simultaneously in the for Energy Estimation of a Train Running Simulator,” train and substation of a railway in a direct-current IEEJ Transactions on Industry Applications, I.E.E. Ja- electrified section (Environment and Energy),” Proceed- pan, Vol. 135, No. 5, 2015 (in Japanese). ings of International Symposium on Seed-up and Service [11] Ogawa, T., Manabe, S. et al.,“ Method of Calculating Run- Technology for Railway and Maglev Systems: STECH ning Resistance by the Use of the Train Data Collection 2015, 1E14, Chiba, Japan, November 10-12, 2015. Device,” Quarterly Report of RTRI, Vol.58、No.1, 2017. [2] Takagi, R. and Sone, S.,“ Precisely Fixed Start-to-Stop [12] Takeuchi, Y., Ogawa, T. et al.,“ Additional Verification Time Simulation of DC Railway Power Feeding Systems,” for Coupled-Analysis Traction Power Simulation Sys- IEEJ Transactions on Electronics, Information and Sys- tem by Energy Consumption Measurement Examina- tems, I.E.E. Japan, Vol. 115, No. 8, 1995 (in Japanese). tion,” Technical Meeting on “Transportation and Elec- [3] Takeuchi, Y., Sakaguchi, T. et al.,“ A Train Operation tric Railway” and “Linear Drives”, I.E.E. Japan, TER- Simulation System Based on a Detailed Model of Train 15-028 / LD-15-019, 2015 (in Japanese). Running,” RTRI Report, Vol. 28, No. 4, pp. 41-46, 2014 [13] Kanno, H., Ogawa, T. et al.,“ Effect of seasonal fac- (in Japanese). tor and train congestion on the auxiliary power,” J- [4] Ogawa, T., Kondo, M. et al.,“ Development of a Multi- RAIL2014, S3-3-3, 2014 (in Japanese).

Authors

Yoko TAKEUCHI Yoichi IMAMURA Senior Researcher, Transport Operation Deputy General Manager, Rolling Stock Dept., Systems Laboratory, Signalling & Transport Railway Operations Headquarters, West Japan Information Technology Division Railway Company Research Areas: Train Operation Simulation, Research Areas: Vehicle technology & Vehicle Energy Simulation Development

Tomoyuki OGAWA, Dr. Eng. Assistant Senior Researcher, Hydrogen and Shingo MINOBE Sustainable Energy Systems Laboratory, Manager, Kansai Urban Area Regional Vehicle Control Technology Division Head Ofﬁce, West Japan Railway Company Research Areas: Energy Simulation, Analysis Research Areas: Power Supply of Train Information

Hiroaki MORIMOTO Shoichi SUGIMOTO Senior Researcher, Power Supply Systems Chief Clerk, Kyoto Branch, Kansai Urban Area Regional Head Ofﬁce, West Japan Laboratory, Power Supply Technology Railway Company Division Research Areas: Vehicle technology & Vehicle Research Areas: Power Supply Systems Development

104 QR of RTRI, Vol. 58, No. 2, May 2017