Open Power Simulation - User Manual

OpenPowerNet
User Manual
Institut fr Bahntechnik GmbH

Branch Office Dresden
Document No. OPN/51/1.6.0

l:\opn\10_documents\20_program_documentation\20_user_manual\um_opn_51_01.06.00.docx
Author
Review
Release
_____________________
_____________________
_____________________
Date
Date
Date
Martin Jacob
Harald Scheiner
Dr. Jrg von Lingen
Revision Record
Issue
Date
Change Reason
1.6.0 2016-09-30 All chapters, update to 1.6.0 handling and layout
Chapter 6.5 model Earth Conductor: Formula updated
1.5.9 2016-02-04 Chapter 4.4.4 OpenTrack: adding description of train acceleration
delay behaviour for moving block courses.
1.5.8 2015-11-23 Chapter 4.6.3.1 Lines: Add the feature to define time base and
average function for line charts generated by the analysis tool.
Chapter 4.4.3 Naming Conventions: Add note regarding not
allowed characters.
Add chapter 5.7.12 Electric + Diesel hauled trains Tutorial.
1.5.7 2015-07-27 Chapter 4.4.4 OpenTrack: remove 1m edge model constraint
Chapter
4.4.7.4
Power
Supply
Models:
Add
TwoWindingTransformer
parameter
secondaryVoltagePhaseShift_degree
Chapter 4.4.7.5 Rectifier: added including the new loss parameter
1.5.6 2015-04-27 Chapter 4.3.9 PSC Viewer: add description of new horizontal
offset behaviour
Chapter 4.4.4 OpenTrack: remove positive chainage constraint
Chapter 4.4.5 Engine-File: add column unit to tables
IFB DD, UM_OPN_51_01.06.00.docx
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1.5.3
1.5.2
1.5.1
1.5.0
1.4.4
1.4.2
1.4.0
1.3.2
1.3.1
1.3.0
1.2.1
1.2.0
1.1.0
1.1
1.0
User Manual
Issue 2016-09-30
2014-11-05 Add some chapters to FAQ, e.g. modelling of running rails. Also
updated some chapters of the Tutorial section to new software
versions.
2014-05-08 Add some FAQ, sub chapters to Configuration of OpenPowerNet.
2014-02-10 Add acceleration delay distribution, modify analysis chapter due
to Selection Editor modification.
2013-10-11 New auxiliary model, VLD & booster transformer & engine energy
storage tutorial, change structure, add Selection-File
2013-07-19 New Feature of Analysis Tool Inline Measurement described.
2013-02-12 Update versions and OpenTrack model constraints.
2012-05-07 Add simulation time window per network , merge networks,
booster transformer, remove attribute recordComputation2DB,
remove example files and refer to Tutorial, update Project-File
description, add VLD model.
2011-06-29 Update chapters 4.2.3.3, 4.3, 6.2.3.2, 7.6, 7.12 because of new
min recovery braking speed, new message recording, new
constant voltage engine instead of shortCircuit Engine and matrix
conditional number.
2010-05-17 Add Dongle ID configuration
2010-03-31 Adding engine energy storage and overview of physical variables,
update Analysis.
2010-01-07 Adding chapters 4.2.2, 7.10.
2009-09-22 Adding tutorials and update to version 1.2.0.
2009-06-26 Update to OpenPowerNet version 1.1.0.
2008-11-24 Reworked.
2006-04-10 Created.
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Table of Contents
1
1.1
1.2
1.3
1.4
2
2.1
Introduction ................................................................................................. 7
Overview ..................................................................................................... 7
Versions ...................................................................................................... 7
Acronyms and abbreviations ...................................................................... 7
How to read this Document ........................................................................ 8
Simulation Philosophy ................................................................................ 9
Model Specifics......................................................................................... 10
2.2
3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
Overview of physical variables.................................................................. 10

Application structure ................................................................................. 11
Graphical User Interface ........................................................................... 12
XML Editor ................................................................................................ 13
PSC Viewer .............................................................................................. 15
ODBC ....................................................................................................... 21
Database .................................................................................................. 22
Database tasks ......................................................................................... 22
Working directory ...................................................................................... 23
3.8
3.9
3.10
3.11
4
4.1
4.2
4.3
4.3.1
APserver ................................................................................................... 23
Advanced Train Model .............................................................................. 23
Power Supply Calculation ......................................................................... 28
Analysis Tool ............................................................................................ 30
OpenPowerNet handling ........................................................................... 31
Folder structure......................................................................................... 31
Configuration of OpenTrack ...................................................................... 31
Configuration of OpenPowerNet ............................................................... 32
General ..................................................................................................... 32
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.3.7
4.3.8
Analysis .................................................................................................... 34
Debug ....................................................................................................... 39
Message ................................................................................................... 40
Notification ................................................................................................ 41
OpenTrack ................................................................................................ 42
Server ....................................................................................................... 43
PSC Viewer .............................................................................................. 44
4.4
4.4.1
4.4.2
Modelling .................................................................................................. 47
Required technical data ............................................................................ 48
Model constraints...................................................................................... 49
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4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
4.4.8
4.5
4.6
4.6.1
Naming Conventions ................................................................................ 50

OpenTrack ................................................................................................ 51
*.opnengine File ........................................................................................ 54
TypeDefs-File ........................................................................................... 60
Project-File ............................................................................................... 61
Switch-File ................................................................................................ 86
Simulation ................................................................................................. 86
Visualisation.............................................................................................. 88
Prepared Excel Files................................................................................. 88
4.6.2
4.6.3
5
5.0
5.1
5.1.1
5.1.2
5.1.3
5.2
User defined Excel Files ........................................................................... 89

Analysis .................................................................................................... 95
Tutorials .................................................................................................. 120
General ................................................................................................... 120
AC Network Tutorial................................................................................ 121
Configuration .......................................................................................... 121
Simulation ............................................................................................... 131
Analysis .................................................................................................. 132
AC Network with Booster Transformer Tutorial ...................................... 147
5.2.1
5.2.2
5.2.3
5.3
5.3.1
5.3.2
5.3.3
5.4
5.4.1
Configuration .......................................................................................... 147

Simulation ............................................................................................... 149
Analysis .................................................................................................. 149
2AC Network Tutorial.............................................................................. 152
Configuration .......................................................................................... 152
Simulation ............................................................................................... 154
Analysis .................................................................................................. 154
DC Network Tutorial ............................................................................... 161
Configuration .......................................................................................... 161
5.4.2
5.4.3
5.5
5.5.1
5.5.2
5.5.3
5.6
Simulation ............................................................................................... 164

Analysis .................................................................................................. 164
DC Network with Energy Storage Tutorial .............................................. 170
Configuration .......................................................................................... 170
Simulation ............................................................................................... 171
Analysis .................................................................................................. 172
DC Network with Voltage Limiting Device Tutorial .................................. 175
5.6.1
5.6.2
5.6.3
Configuration .......................................................................................... 175

Simulation ............................................................................................... 176
Analysis .................................................................................................. 176
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5.7
5.7.1
5.7.2
5.7.3
5.7.4
5.7.5
5.7.6
5.7.7
5.7.8
Engine Model Tutorials ........................................................................... 179

Power Factor Tutorial ............................................................................. 179
Tractive Effort Tutorial ............................................................................ 183
Tractive Current Limitation Tutorial ......................................................... 187
Regenerative Braking Tutorial ................................................................ 188
Brake Current Limitation Tutorial ............................................................ 191
Auxiliary Power Tutorial .......................................................................... 195
Eddy Current Brake Tutorial ................................................................... 202
Mean Efficiency Model Tutorial ............................................................... 206
5.7.9
5.7.10
5.7.11
5.7.12
5.8
5.8.1
5.8.2
5.8.3
5.8.4
Efficiency Table Model Tutorial ............................................................... 206

Single Component Model Tutorial........................................................... 209
Engine Energy Storage Tutorial .............................................................. 214
Electric + Diesel hauled trains Tutorial.................................................... 218
Network Model Tutorials ......................................................................... 222
Substations Tutorial ................................................................................ 222
Neutral Zone Tutorial .............................................................................. 231
AC-DC Networks Tutorial ....................................................................... 238
Network with Multiple Lines, Points and Crossings Tutorial .................... 245
5.8.5
6
6.1
6.1.1
6.1.2
6.2
6.3
6.4
6.5
Turning Loops Tutorial ............................................................................ 256

FAQ ........................................................................................................ 270
How to deal with broken chainage? ........................................................ 270
Positive broken chainage ........................................................................ 270
Negative broken chainage ...................................................................... 271
How to organise the files and folders? .................................................... 272
How to calculate the equivalent radius? ................................................. 272
How to model running rails in AC simulation? ........................................ 272
How to model Earth Conductor? ............................................................. 275
6.6
How to model Conductor Switch or Isolator? .......................................... 275
6.7
How to model uncommon power supply systems? ................................. 276
6.8
How to draw a constant current? ............................................................ 276
6.9
How to simulate short circuits? ............................................................... 276
6.10
How to prevent the consideration of the achieved effort in OpenTrack while
using OpenPowerNet? ............................................................................................ 277
6.11
How to calculate only a part of the operational infrastructure of OpenTrack
as electrical network in OpenPowerNet? ................................................................. 277
6.12
Where are the XML-Schemas?............................................................... 277
6.13
Which XML-Schema for which XML-File? .............................................. 277
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6.14
6.15
6.16
6.17
6.18
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How to specify a specific license? .......................................................... 278

What is the reciprocal condition? ............................................................ 278
What is the Time-Rated Load Periods Curve (TRLPC)? ........................ 278
What is the mean voltage at pantograph (Umean useful)? ........................... 278
Any other questions? .............................................................................. 278
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1
1.1
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Introduction
Overview
The purpose of this document is to describe the usage of the OpenPowerNet software. It
explains how to configure the software, build the model, run and analyse simulations. This
document corresponds to OpenPowerNet release 1.6.0.
Some of the used package names are brand names registered by companies other than IFB.
Please refer to the license descriptions coming with that software packages.
1.2
Versions
OpenPowerNet requires the following versions of associated applications. Additionally, the

OpenPowerNet software and documentation have their own version.
Applications / Documents
Analysis Tool
Installation Instruction
MariaDB
MySQL ODBC driver
OpenPowerNet
OpenTrack
OPN Database
RailML Rolling Stock Schema
1.3
Version
1.6.0
1.6.0
5.5.30
5.2.5
1.6.0
1.8.3 (2016-08-18)
20
1.03.OPN.4
Acronyms and abbreviations
The following abbreviations are used within this document:

Abbreviation
ATM
CD
CDF
DSN
GUI
HTML
OCS
ODBC
OPN
PSC
RailML
RMS
TRLPC
VLD
XML
Description
Advanced Train Model
Compact Disk
Cumulative Distribution Function
Data Source Name
Graphical User Interface
Hyper Text Markup Language
Overhead Catenary System
Open Database Connection
OpenPowerNet
Power Supply Calculation
Railway Markup Language
Root Mean Square
Time-Rated Load Periods Curve (see chapter 6.16)
Voltage Limiting Device
Extensible Markup Language
Table 1 Abbreviations
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1.4
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How to read this Document
This document uses snippets of XML. The XML is highlighted by the following text format code:
XML marked in green has to correspond with data in OpenTrack.
XML marked in red is required by OpenPowerNet.
XML marked in light orange is optional.
XML marked in dark green is an id/reference between the TypeDefs- and Project-File.
XML evaluated by OpenPowerNet is marked in bold and may be mixed with the colours above.
The blue attributes are not required by OpenPowerNet but by the corresponding schema and have
no effect on the simulation.
Any other XML is just black.
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Simulation Philosophy
position,
effort, speed
effort
PSC
ATM
current
voltage, effort
OpenPowerNet
Figure 1 Overview of co-simulation.
The OpenTrack railway operation simulation is realised by a constant time step calculation.
OpenTrack and OpenPowerNet work together in a so called co-simulation. This means that
both programs are communicating and interacting with each other during the simulation. Each
program respective module has a clearly delimited task. OpenTrack simulates the course
operation control and the driving dynamics. The OpenPowerNet PSC module simulates
voltages of the electrical network in respect of the course current consumption and position.
The OpenPowerNet engine simulation module ATM simulates the requested current and
achieved effort in respect of the available line voltage at course position.
The sequence of simulation starts in OpenTrack. First a start request is sent to the other
modules and some initial tasks are organised. A matrix representing the electrical network is
set up and the voltages of the electrical network without load are calculated. After initialisation
the first requested tractive or braking effort of a course is sent from OpenTrack to the PSC at
time step 0. The line voltage of the course corresponding to course position calculated in the
initial phase is sent to ATM where the achieved effort is calculated and returned to OpenTrack.
If there is more than one course, the calculation of the other course efforts follows the same
principle.
Then the sequence for the time step 1 follows. The first effort request at time step 1 starts the
network calculation with all known courses from time step 0. Next the line voltage at course
position is forwarded to ATM and the achieved effort is calculated and sent to OpenTrack. All
other courses follow the same procedure as course 1 but no network calculation will take place.
In general at the beginning of each time step the voltages of the electrical network with the
known course positions and requested efforts of the previous time step are calculated. Iteration
between ATM and PSC takes place and is terminated in case each node voltage changes less
as a configured threshold, e.g. 1V. ATM calculates the current according to the line voltage
simulated by PSC and PSC calculates the line voltage considering the currents used by
courses. Each course is handled as a current source in the electrical network.
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2.1
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Model Specifics
The following model specifics shall be considered during model configuration and analysis.
The electromagnetic coupling for AC systems is calculated by the software
Distributed engines within trains are modelled according to the train configuration in
OpenTrack, minimum OpenTrack version is 1.6.5 (2011-05-24).
In case of two modelled rails for one track both rails will have the same voltage at each
engine. This shall consider the electrical connection of both rails via the engine axes.
2.2
Overview of physical variables
The constant time step simulation of driving dynamics and electrical network components
depends on a set of physical variables. These variables and their time of validity during the
calculation in OpenPowerNet are introduced in the table below.
Item
t
s
Description
time step
position on considered line and track
Unit
s
m
v
a
m
F
U
I
Z
P
E
ELoad
vehicle speed
vehicle acceleration
vehicle weight
vehicle effort
electrical voltage
electrical current
electrical impedance
mechanical and electrical power
mechanical and electrical energy
energy storage load
ratio
efficiency
m/s
m/s
kg
N
V
A
W
kWh
kWh
%
%
Time of validity
according to time step width
beginning of time step (vehicles)
constant (infrastructure)
beginning of time step
during time step
constant
during time step
during time step
during time step
during time step
during time step
end of time step
beginning of time step
during time step
during time step
Table 2 Overview of physical variables
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Application structure
OpenPowerNet is divided into three logical modules for simulation. The module Power Supply
Calculation realises the electrical network calculation, the Advanced Train Model is
responsible for the engine calculation and the APserver is the communication interface
among the OpenPowerNet modules themselves and to OpenTrack. All three logical modules
are combined in opncore64.exe
The configuration of OpenPowerNet is done within the Graphical User Interface (GUI). The
simulation specific configuration data is stored in XML files and read at the beginning of a
simulation.
The GUI is used to edit the files, to control the simulation, to provide access to the analysis
tools and to do tasks related to the database. It also provides the PSC Viewer, a tool to create
a graphical representation of the electrical network.
The resulting data of a simulation is stored in a database. The visualisation and analysis of
simulation results use the data from the database in post processing.
Figure 2 OpenPowerNet workflow and application structure.
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3.1
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Graphical User Interface
OpenPowerNet has a Graphical User Interface (GUI) to provide an easy to use interface to the
user. It provides a project explorer as a tree with folders and files. The user can start and stop
OpenPowerNet, do database tasks and start the analysis tools.
Furthermore, the GUI provides the PSC Viewer. The PSC Viewer creates a graphical
representation of the electrical network configured in the Project-File.
All descriptions related to the GUI are available in the Help System. The Help System is
available by menu Help > Help Contents and contains GUI specific help topics under
Workbench User Guide.
Via the integrated update system available at menu Help > Software Updates new
OpenPowerNet versions and additional plugins can be installed into the GUI. Please see the
integrated Help System for detailed information: Workbench User Guide > Tasks
Updating and installing software.
Figure 3 The Simulation perspective of the GUI.
The GUI includes an XML editor to edit the configuration files.
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Figure 4 The XML perspective of the GUI.
3.2
XML Editor
The OpenPowerNet included XML editor supports the editing. To use the editing support the
XML schema definition need to be specified in the XML-File. All OpenPowerNet schema files
are available in an XML Catalogue. To create a new XML-File select a folder in the Project
Explorer and choose New -> Other... from the context menu. The new wizard opens,
select XML -> XML File, click next and give a file name, see Figure 5.
Figure 5 Create XML-File new wizard step one and two.
Then click next and choose Create XML file from an XML schema file, next and choose
Select XML Catalogue entry and select a schema depending on the file you want to create,
see chapter 6.13 to see the listing of XML-File and corresponding XML-Schema.
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Figure 6 Create XML-File new wizard step three and four.
Click next, select the root element and if multiple namespace information is listed, delete all
without location hint and click finish, see Figure 7.
Figure 7 Create XML-File new wizard last step.
The XML editor shows a tooltip when placing the mouse over an element or attribute and
shows a description and enumeration values if applicable. When editing an attribute with
enumeration the editor shows all available values in a context menu. The context menu opens
when pressing Ctrl+Space, see Figure 8. The editing support helps also to add attributes by
pressing Ctrl+Space.
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Figure 8 The OpenPowerNet included XML editor with editing support.
3.3
PSC Viewer
The PSC Viewer is a tool to display the electrical networks of OpenPowerNet project-files in a
graphical way. This tool is not able to edit project-files.
Icon
Record data
Description
voltage
none
node, a node connects conductors and connectors
current & voltage

none
current & voltage
conductor between two nodes

no power supply is available at this conductor
between two nodes
current & voltage conductor isolator between two nodes

current & voltage
standard close conductor switch with actual state

close
current
standard close conductor switch with actual state

open
current & voltage
standard open conductor switch with actual state

open
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Icon
User Manual
Record data
current
current & voltage
voltage
Issue 2016-09-30
Description
standard open conductor switch with actual state
close
connectors between two nodes
current & voltage
no power supply is available at this connector

between two nodes
current & voltage
standard close connector switch with actual state

close
none
standard close connector switch with actual state

open
current & voltage
standard open connector switch with actual state

open
none
standard open connector switch with actual state

close
current & voltage
substation with name "TSS_01" and nodes from

power supply
Table 3 PSC Viewer icon description.
The diagram generation is a multiple step process.
1 Select a OpenPowerNet Project-File in the "Project Explorer".
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2 Click the right mouse button and select "Convert OPN Project file for Viewer to
*.ui"
3 The Wizard opens, change the container and file name if necessary. If you have
configured a Switch-File, it might be interesting to choose a specific simulation
time step. Click "Finish" to start the generation of the ui-file.
4 A progress dialog with progress bar opens and more detailed information will
be displayed in a console view.
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The information at the console will look something like this:

==== generate XMI for Viewer ====
input: D:\OPN\OPN_Projects\examples\Sample1\Sample_Network.xml
output:
D:\OPN\OPN_Projects\examples\Sample1\Sample_Network.xml.ui
working directory: D:\OPN_WorkingDir_Eclipse/
load PSC project file
"D:\OPN\OPN_Projects\examples\Sample1\Sample_Network.xml".
generate XML elements:
Network...
done 2
Substation...
done 5
Node...
done 562
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Switch...
done 20
Line...
done 2
Slice...
done 314
Conductor...
done 491
Track...
done 4
Connector...
done 410
generate references:
Line...
done
Slice...
done
Conductor...
done
Track...
done
Node...
done
Connector...
done
normalise: 3127 nodes skipped (84%)
======= done generate XMI =======
generating done in 3.391s
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5 Select the just generated ui-file click the right mouse button and select "Initialize
ui_diagram diagram file".
6 The dialog in the picture below will open, change the file name of the
ui_diagram-file
if
necessary
and
click
"Next
=>".
7 Select the network which you want to display in the diagram and click "Finish".
In case you want to see the other network as well repeat the previous steps,
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use
another
User Manual
file
name
and
select
Issue 2016-09-30
here
another
network.
8 This is the last step. After a moment the diagram will open in the editor view and
the ui_diagram-file will appear in the Project Explorer.
3.4
ODBC
OpenPowerNet uses Open Database Connection (ODBC) to connect to the database. Within
the ODBC Data Source Administrator the Data Source Names (DSN) are defined by the
system administrator or user. The DSN connects in any case to a specific computer and if
defined also to a specific schema, see Figure 9. The DSN pscresults defines always a
schema because this DSN is used by the prepared Excel-Files not having the option to define
the schema. Other DSN does not need to define the schema because the schema is either
defined in the Project-File or the Selection-File.
The ODBC Data Source Administrator is started via the GUI menu
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Figure 9 The use of ODBC by OpenPowerNet.
3.5
Database
A database is used to store the simulation results for later visualisation and analysis. The
detailed database documentation can be found in the Help System under OpenPowerNet User
Guide > Database.
3.6
Database tasks
All simulation results are stored in a database. This database needs to be maintained by the
user. The following tasks are available via the GUI:
Create new database schema,
Export data from database (only from local host),
Import data into database,
Rename database,
Drop database and
Drop simulation from a database.

The dialog for all database tasks is similar. The required parameter are the host, port and user
name, see Figure 10.
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Figure 10 Create new database dialog.
3.7
Working directory
The folders and files in the working directory are created by OpenPowerNet during simulation.
Only the working directory itself needs to be created manually and specified in OpenPowerNet
preferences (Window > Preferences > OpenPowerNet).
Working directory structure:
.../OPN_WorkingDir
+- Project_Name
+- Network_NetworkName (Containing network matrices and model text
files)
* ...
3.8
APserver
The APserver is the communication server of OpenPowerNet. This server is the interface to
railway simulation programs like OpenTrack. ATM and PSC do not communicate directly with
other programs. The APserver manages the iteration of electrical network and engine
simulation as well as the actual course status. It is also responsible for writing the course data
into the database and for calculating their energy consumption.
3.9
Advanced Train Model
The Advanced Train Model simulates the propulsion system of the engines. The configuration
data is stored in the *.opnengine file, which may act as a library for all simulations similar to
the rolling stock depot of OpenTrack, described in chapter 4.4.1. The model type and other
choices used by the simulation will be set in the Project-File, described in chapter 4.4.7.
The electrical propulsion system of an engine consists of the following main components:
Transformer,
Four quadrant chopper,
Inverter,
Motor and
Gear.
Power consumers are:
Auxiliaries of engine and trailers,
Eddy current brake,
Engine energy storage and
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Traction power.
An engine can be modelled in different ways, in particular as the efficiency depends on the
chosen model type, see Figure 11 to Figure 13.
Figure 11 Single component engine model with power flow and configuration options.
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Figure 12 Mean efficiency engine model with power flow and configuration options.
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Figure 13 Efficiency table engine model with power flow and configuration options.
Each component of the single component engine model is modelled with an accurate efficiency
value with dependencies. If one or more components do not exist in a specific propulsion
structure, the efficiency of these components can be set to 100% respectively the model type
in the Project-File can be set to none. In this case the component does not have any effect
while calculating the total efficiency. In this way engines can be modelled deviating from the
model structure of the ATM.
Braking energy is recovered if the demand of the auxiliary and eddy current brake power
consumption is exceeded. While braking, OpenPowerNet only calculates the braking effort
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achieved through energy recovery braking of the propulsion system only, but not eddy current
brake and not including brake effort consumed by brake resistor. If the achieved braking effort
of the propulsion is less than the requested effort, OpenTrack implies that the overall braking
system is able to achieve the remaining brake effort and calculates the driving dynamics using
the total braking requested effort.
A current limitation can be configured for each propulsion system. The tractive current limitation
reduces the power consumption and the achievable effort which affects the driving dynamics.
The braking current limitation only limits the regenerated current into the electrical network.
Additionally a maximum recovery voltage has to be configured that limits the energy output
while braking to respect this voltage.
In case that during braking the recovered energy exceeds the energy consumption of the
course the excessive energy is regenerated into the electrical network, see Figure 14. The
consumed power has positive sign and recovered power has negative sign.
Vehicle P = f(v), Tutorial Regenerative Brake
A-C, Course ABCl_01, Engine 1/1, 01:00:01 - 01:48:53
2,000
Active Power [kW]
-2,000
-4,000
-6,000
-8,000
-10,000
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
Speed [km/h]
P_Panto
P_mech
P_AUX
Figure 14 Brake power calculation deducts power used by auxiliary from recovered power.
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3.10 Power Supply Calculation

The PSC calculates the load flows within the electrical network including voltages and currents.
The network calculation uses the current required by a course to model this course as a current
source. During simulation this current source is inserted at discrete positions while driving
along the line. These discrete positions are called slices, see Figure 15.
Slice 1
Slice 0
Slice 2
Node
Negative Feeder
OCS
Conductor
Rail
Earth
Connector
Section
Position
x0
x1
x2
Figure 15 Abstract electrical network model of PSC.
A reasonable slice distance should be about 50m up to 400m depending on the size of the
network, the length and number of conductors, and the typical speed of the courses. If the
applied slice distance is too large the network model gets inexact and if it is too small the
number of recorded data is high and demands long time for simulation and visualisation. One
possibility of keeping the network size low is to separate the network into several parts if
possible for the particular network structure. The structure of these smaller networks can be
calculated faster. During simulation all network parts can be used at the same time. Note that
the simulation does not have any retroactive effect between the networks!
PSC is designed to calculate 1AC, see Figure 16, as well as the 2AC, see Figure 17, and DC
power supply systems, see Figure 18.
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substation
sw
sw
Y
ocs
Y
rails
Figure 16 The 1AC power supply system.
substation
sw
sw
autotransformer
autotransformer
autotransformer
AT1
AT2
AT3
sw
sw
sw
sw
sw
sw
sw
sw
Y
sw
sw
ocs
Y
rails
Y
Y
negative
feeder
train NOT in section
train in section
Figure 17 The 2AC power supply system.

rectifier substation
rectifier substation
sw
sw
sw
sw
sw
sw
Y
ocs
Y
rails
Figure 18 The DC power supply system.
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The configuration data of an electrical network (see Figure 19) contains information about:
Substations including
o
Transformers or rectifiers,
Busbars and
Switches,
Conductors like rails, contact wire, messenger wire,

Connectors connecting the conductors, e.g. the left and right rail,
Section isolators within a conductor and,
Switches within conductors and connectors.
The conductors are described with resistance at 20C, temperature coefficient, temperature,
cross section layout and equivalent radius. The impedances of the conductors within a line
resulting from electromagnetic coupling are calculated by the PSC using the cross section
layout and the equivalent radius of the conductors. Note that all conductors of a line are
coupled, but no coupling is calculated between different lines and networks!
Transformer Substation
Three Winding Transformer 1
Isource
Isource
Ytr_source
Y tr_source
Ytr_source
Y tr_source
sw tr_ocs
sw tr_rails
sw tr_negative
sw tr_negative
negative feeder
sw
sw
rails
feeder rails
negative feeder
sw
sw
Y
OCS
feeder ocs
sw
feeder rails
sw
bus bars
sw
feeder ocs
Isource
sw tr_ocs
sw tr_rails
bus bar connectors

with switches
bus bars
Isource
sw
sw
Y
Y
negativeFeeder
Figure 19 Components of the electrical network.
At simulation start the network structure will be analysed and mapped to a matrix. Each
configuration of switch states during the simulation requires a separate matrix. Afterwards the
matrices are compressed and saved to the system. During simulation these compressed
matrices are used for the corresponding simulation time step.
3.11 Analysis Tool

OpenPowerNet has a comprehensive analysis tool to create Excel diagrams in an
easy, standardised and efficient way. This tool provides the automatic analysis of
voltages as well as currents and calculates the magnetic field as main functionality. A
detailed description is available in chapter 4.6.3.
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OpenPowerNet handling
The configuration of the runtime environment has usually to be done once using the GUI, see
the following chapter for details. The general usage of OpenPowerNet consists of three main
tasks: modelling, simulation and visualisation, see Figure 2. First the modelling files for the
electrical network, engines and switch states have to be prepared in correspondence with the
operational files of OpenTrack. This is probably the most extensive job. The second task is
running the simulation in co-simulation with OpenTrack. The third task is the visualisation and
analysis of the resulting simulation data.
4.1
Folder structure
It is advised to use always the same folder structure for all simulations as it helps to keep order.
In principle each simulation has two kinds of data. One kind is the input data and the other kind
the output data.
Input and analysis data structure:
.../Project_Name
+- OPNAnalysis (output directory for the Analysis Tool)
* ...
+- OPNData (OpenPowerNet configuration data)
* Engine.opnengine
* TypeDefs-File.xml
* Project-File.xml
+- OTData (OpenTrack configuration data)
* Project_Name.depot
* Project_Name.courses
* Project_Name.dest
* Project_Name.stations
* Project_Name.timetable
* Project_Name.trains
+- OTDocuments (OpenTrack infrastructure)
* Project_Name.opentrack
+- OTOutput (OpenTrack output directory)
* ...
The folder and file structure above has to be prepared manually. For the output data structure
refer to chapter 3.7.
4.2
Configuration of OpenTrack
OpenTrack is the railway operation simulation program. It handles the driving dynamics
respecting the track alignment, the train characteristics, the signalling system and the
operation program. For the handling of OpenTrack please check the documentation delivered
with the program. For inter-process communication it is necessary to set some special
configurations in OpenTrack, see Figure 20.
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Figure 20 OpenPowerNet configuration dialog in OpenTrack (Menu: Info > OpenPowerNet Settings).
The dialog OpenPowerNet Settings is available at menu item Info if OpenTrack.exe is

started with parameter -opn. The following properties have to be set:
OpenTrack Server Port, 9002 (default),
OPN Server Port, 9004 (default),
OPN Host, network IPv4 of the computer running OpenPowerNet, e.g. 127.0.0.1 for
localhost for the same computer, do not use the string localhost, in case OpenTrack
and OpenPowerNet running on different computers the full IPv4 address has to be set,
e.g. 192.168.178.21.
Timeout in seconds, recommended 1800,
Use OpenPowerNet (OPN), checked,
Keep Connection, checked.
Increase the timeout if connection problems with OpenPowerNet appear during simulations
with a large amount of iteration steps, primarily for large networks.
To be able to run OpenTrack and OpenPowerNet together it is necessary to respect the
constraints from chapter 4.4.2 besides the OpenPowerNet model constraints in chapter 4.3.1.
4.3
Configuration of OpenPowerNet
The configuration of OpenPowerNet is divided into two configuration tasks. One is the general
configuration done via the GUI Preferences (see chapter 4.3.1) and the other the simulation
specific configuration done via the Project-, *.opnengine, Switch- and TypeDefs-Files (see
chapter 4.4).
4.3.1 General
The general configuration is accessible via the GUI menu Window > Preferences.
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Figure 21 General configuration OpenPowerNet preferences page.
1 Choosing the GUI language, either English or Portuguese or Traditional

Chinese. This option is only editable if licensed.
2 The maximum number of lines in the message console.
3 The working directory used during the simulation and analysis to store
temporary files.
4 To define a specific dongle to be used by this OpenPowerNet installation. If
blank any suitable key found in the network is used.
5 Whether to shut down the modules (opncore64.exe) after the simulation or not.
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4.3.2 Analysis
Figure 22 General configuration Analysis preferences page.
1 Defining the Excel to be used to open the prepared Excel tools for analysis.
2 The preset file to be used during the automatic analysis. If blank the default
preset is used.
3 The language of the default preset, either English or Portuguese or Traditional
Chinese. This option is only editable if licensed.
4 The logo file to be embedded into the right footer of the generated diagrams of
size 150px x 60px as GIF- or EMF-file.
5 The copyright string, placed in lower right corner of the generated diagrams.
6 The output directory of the automatic analysis. All generated files will be saved
in sub folders of the defined directory.
7 Whether to overwrite existing output files or not. If not selected the generated
files will append a time step string if a file with default name already exists.
8 The database data directory data storage type to select. The data directory is
defined in the database configuration file (my.ini) by parameter datadir. The
Analysis is optimised for storage type hard disc drive (HDD) and solid state disc
(SSD) to speed up the analysis process.
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Figure 23 General configuration Analysis Selection Editor preferences page.
These preferences define the default behaviour of the Selection-File editor, see also chapter
4.6.3.
1 Whether to show the earth conductor or not. Usually the earth conductor is far
away from the other conductors and not interesting when analysing the
magnetic field.
2 Whether to show the track name or not.
3 Whether to show a line between the track name and each conductor belonging
to the track.
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Figure 24 Preferences of the Selection Editor course overview types.
These preference defines the course overview types to be chosen at the Vehicles page of the
Selection Editor.
4 This listing shows the default vehicle overview type configuration. New types
might be added by clicking on Add, deletion is done by selecting one list entry
and clicking on Delete. Details of the selected overview type are editable in the
table at the right hand side. The table is the same as described in chapter
4.6.3.8.
5 By clicking on Restore Defaults the default overview types will be added to
the list of already existing types.
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Figure 25 Preferences of the Selection Editor Vehicle Chart Type All Engines.
These preference defines the vehicle chart type for all engines to be chosen at the Vehicles
page of the Selection Editor.
1 This listing shows the default vehicle chart type for all engine diagram
configuration. New types might be added by clicking on Add, deletion is done by
selecting one list entry and clicking on Delete. Details of the selected overview
type are editable in the table at the right hand side. The table is the same as
described in chapter 4.6.3.8.
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Figure 26 Preferences of the Selection Editor Vehicle Chart Type Single Engine.
These preference defines the vehicle chart type for single engine to be chosen at the Vehicles
page of the Selection Editor.
1 This listing shows the default vehicle chart type for single engine diagram
configuration. New types might be added by clicking on Add, deletion is done by
selecting one list entry and clicking on Delete. Details of the selected overview
type are editable in the table at the right hand side. The table is the same as
described in chapter 4.6.3.8.
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Debug
Figure 27 General configuration Debug option preferences page.
1 Either to use debug message logging or not. Should not be used for simulations
as it slows down the simulation significantly. But may be used on
OpenPowerNet support request to enable the support to solve questions. The
following options are only enabled in case this checkbox is checked.
2 The level of debug messages to be saved to the debug files.
3 The debug file format.
4 Whether to write the debug messages also to the message console or only to
the debug file.
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4.3.4 Message
Figure 28 Preference page to configure the message display and recording.
This preference page gives options to ignore messages. Ignored messages will be not
displayed at the consoles and not recorded into the database.
1 The option to ignore messages or not.

2 The list of ignored messages.
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4.3.5 Notification
Figure 29 General configuration Notification preferences page.
The notification preference page allows you to get an email from a running simulation.
1
2
3
4
Whether to send an email notification or not.

Enable sending INFO messages (black messages in the console).
Enable sending WARNING messages (blue messages in the console).
Enable sending ERROR messages (red messages in the console).
5
6
7
8
9
10
11
12
13
Maximum messages included in one email.

Maximum WARNING messages included in one email.
Maximum ERROR messages included in one email.
The SMTP host of your email account used to send emails.
The SMTP port of your email account.
Time to give up trying to connect to the SMTP server.
Time to give up waiting of response from SMTP server.
Whether the SMTP server needs an authentication or not.
The SMTP server (email account) user name (only enabled if 12. is selected).
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The SMTP server password (only enabled if 12. is selected).

Your email address.
The recipients email address, multiple emails shall be separated by ";".
Sending a test email. Make sure to hit the Apply button after changing parameter
before sending the test email.
4.3.6 OpenTrack
Figure 30 General configuration OpenTrack preferences page.
1 The OpenTrack IPv4 host. In case OpenTrack and OpenPowerNet running on

different computers the full IP address has to be set, e.g. 192.168.178.22.
2 The port at which OpenTrack is listening for requests.
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Server
Figure 31 General configuration Server preferences page.
1 The Server IPv4 host. In OpenTrack this IP need to be configured as OPN

server, see Figure 20. In case OpenTrack and OpenPowerNet running on
different computers the full IP address has to be set, e.g. 192.168.178.21.
2 The port at which the Server is listening for requests from OpenTrack. In
OpenTrack this port need to be configured as OPN port, see Figure 20.
3 Is the maximum queue size for requests, usually this value does not need to be
changed.
4 The maximum number of request from OpenTrack before the connection is
closed and reconnected. Temporary allocated memory is released once the
connection is closed. If the memory demand of the Server is too high reduce
5
6
7
8
the number.
The timeout for receiving a request from OpenTrack.
The timeout for sending an answer to OpenTrack.
The debug file name.
The maximum RAM allocation of the Server. The limit is used to control the
RAM allocation by a buffer to store the calculated data before recording to the
database. A large buffer may speed up the simulation. A value of 0 means no
limit, 1000MB is recommended and the default is 25% of total RAM.
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4.3.8 PSC Viewer
Figure 32 General configuration of PSC Viewer.
1 Set the executable. Click at the "Browse..." button and select the "psc.exe" from
the installation directory. The "psc.exe" will be used to generate the ui-file.
2 The PSC working directory. This directory is used by the application to save
several files.
3 Whether to force to show the console output while generating the ui-file or not.
In any case some information will be send to console with name "OPN".
4 Whether the xmi generation (ui-file) shall be normalised or not. A normalised file
contains only relevant nodes, e.g. a property of a conductor changed, a node
with a connector. A ui-file not normalised contains all nodes, this will slow down
the handling of the diagram.
The PSC Viewer default layout is used to lay out the nodes of a network in the diagram. These
values are necessary because the OpenPowerNet project-file has no information about layout.
The details of each property are described below the picture.
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Figure 33 PSC Viewer default layout configuration.
1 This is the horizontal offset in pixel of the upper left corner of the diagram. When
setting the Default Layout preferences value of horizontal offset to 0 the first
slice is set to the horizontal pixel position equal to the slice chainage in meter
multiplied with the x scale factor. If the value is other than 0 the line will start at
the defined value.
2 This is the vertical offset in pixel of the upper left corner of the diagram.
3 The horizontal distance of the nodes is calculated by the position of the slice to
which the node belongs. This position contains the chainage in km. With this
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property the scale in horizontal direction can be set. In the picture it is 1 pixel
per m.
In some cases the distance between nodes calculated by using 3. is two close.
Therefore this property specifies a minimum distance between the nodes.
This property set the distance between two conductors of the same track.
This property set the distance between two tracks of the same line.
This property set the distance between two lines.
The distance of a substation above the upper most node connected with a
infeed of this substation.
9 The order of the conductors. The buttons "Up" and "Down" on the right side of
the table move the selected conductor type. The vertical position of conductors
is calculated using this order. In case some conductor types are not used in a
project-file than diagram the distance between two displayed nodes will be more
than specified in 5., e.g. if no NegativeFeeder is available so the distance
between Feeder and the next Conductor below (Messenger Wire) will be
160pixel.The following properties set the colour definition of the conductors and
connectors according there resistance. Resistance between minimum and
maximum are interpolated between the specified values.
10 The minimum resistance at 20C in mOhm/km of conductors. All lower
resistances will be coloured with the colour set in 14.
11 The maximum resistance at 20C in mOhm/km of conductors. All higher
resistances will be coloured with the colour set in 15.
12 The minimum resistance in mOhm of connectors. All lower resistances will be
coloured with the colour set in 16.
13 The maximum resistance in mOhm of connectors. All higher resistances will be
coloured with the colour set in 17.
14 The colour of the property set in 10.
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Example:
The picture below shows and example layout. The red numbers correspond to the numbers of
the properties described above.
Figure 34 PSC Viewer example layout.
4.4
Modelling
XML-Files are used for modelling. Each such file belongs to a schema. A schema describes
the structure of an XML-File. The schema is specified in each XML-File at the root element
using the attribute xsi:noNamespaceSchemaLocation or xmlns. See the example XML
snippet below:
<XML-Root-Elemen xsi:noNamespaceSchemaLocation="/the/xml/schema.xsd">
</XML-Root-Elemen>
See chapter 3.2 for a detailed description how to create a new XML-File.
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The project specific modelling files describe the engines, the used engine model, the definition
of power supply, the electrical network and optionally the switch states of the electrical network.
The project specific files that are used for simulation are configured in the root element of the
Project-File. The Project-File and these referenced files are read every time a simulation has
started. Hence it is not necessary to restart OpenPowerNet after changing the name or content
of a project specific file.
4.4.1 Required technical data

Track alignment and signalling
Track layout,
Chainage,
Longitudinal declination (begin, end, gradient, sign),
Begin and end of single or multiple track sections,
Position of switches, crossings and junctions,
Begin, end and radius of bending / curves,
Begin and end of tunnels,
Begin and end of different track types and rail profiles,
Position and kind of signals and signalling sections,
Operational data
Position of passenger stations and signal-related stopping points,
Permissible speed profiles,
Stopping times at stations, turning times at termini,
Time-table of all line sections (including internal rides),
Train types, train configuration and loading grade per section,
Operation concept, incl. special operational scenarios,
Vehicle data
Vehicle or train mass (empty, laden),
Adhesion mass,
Maximum speed,
Driving resistance formula,
Factor for rotating mass,
Engine energy storage characteristic,
Propulsion characteristics as follows:
Traction force and braking force characteristics related to running speed;
Information about voltage-related current or power limitation of the propulsion control,
Maximum / average power consumption of the auxiliary systems (lighting, air condition,
heating),
Maximum recuperation voltage.
Power supply system and conductor data
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Type of substation,
Nominal voltage,
Position of substations (connection points to the power grid),
Feeding scheme (sectioning inclusive chainage),
Busbar voltage of the substations (line-side, no-load and nominal load),
Number, length and cross section of feeding and return current cables (from substation
to track or connections from track to track),
Position of feeding points and return current cable connection points to the power rails,
Type of catenary (number and cross section of single conductors),
Additional feeding conductors (connection points and cross section),
Switch state of the power rail system,
Position and cross section of rail and track bonds.
4.4.2 Model constraints

Besides the constraints derived from the OpenTrack model mentioned in chapter 4.4.4 the
model has to fulfil further constraints. Otherwise the simulation is not possible or the results
will be wrong!
The following constraints have to be fulfilled:
Auto-, Two Winding-, Three Winding and Booster Transformer:
0 relativeShortCircuitVoltage2 nomPower2 noLoadLosses2
0 nomPrimaryVoltage2 noLoadCurrent2 noLoadLosses2
For AC networks the sums of all conductor currents of each section between two slices within
a line have to be 0. This means:
It is not allowed to add connectors parallel to conductors,
Feeder and return feeder from a substation to the line have to be connected at the same
slice and
Lines shall not be connected in a triangular manner.
Furthermore:
There has to be exactly one contact wire per track.
There have to be exactly one or two rails per track. In case of two rails these two rails
will be shorted at engine position during the simulation.
It is not possible to add a switch between the positive busbar and a rectifier as the model
already uses one that cannot be manipulated by the user. But you can still use a switch
in the feeder cable to the line or from the negative busbar to the rectifier.
The occurrence of engines inside the electrical network has to be realistic as each course
inside the network consumes at least its auxiliary power. If a course is created at the wrong
time step or behaves unrealistic, this has an effect inside the electrical network although the
operational simulation may not be affected. All courses that turn up inside the electrical network
during the target simulation time have to be modelled, even if they may only stand on a station
track (powered on). It is advised to check this in the train diagrams.
If parts of other lines are connected to the main line (e.g. powered by the same substations)
and the entire electrical situation shall be analysed, these parts and its course operations also
have to be modelled. This can be only omitted, when no load is on the connected parts.
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If there are engines with same OpenTrack input data but different electrical parameters for the
same catenary system, these engines have to be handled separately. A multi-system traction
unit can be handled as a single engine though.
To keep the number of nodes in the electrical network down, special track arrangements
should be kept simple. Example: Double track line, junction in track Up is located 2 m before
junction in track Down. In such a case both junctions should get the same position to save
one slice.
All configuration data has to use UTF-8 characters but note the restrictions in OpenTrack
especially for line ID, track ID and engine ID as they have to use ASCII. Leading or trailing
spaces in named elements should be avoided.
It is recommended to use 1s simulation time steps. Using e.g. 2s simulation time step may
challenge time glitches. OpenTrack uses equidistant time steps per course but OpenPowerNet
need global equidistant time steps. The glitch occurs when a departure time is not in the 2s
time step raster, e.g. departure time is at 01:00:01. It is also not recommended, but possible,
to use time steps smaller than 1s.
4.4.3 Naming Conventions

Note: All names and also any other string shall not use the following characters:

No space character at the beginning and end of the names.
Note:
The maximum name length is 50 characters!
Names used for model elements need to be unique within a specific scope. The table below
gives the overview of naming scopes.
Model element
2 winding transformer
3 winding transformer
Additional load in
substation
Autotransformer
Boostertransformer
Busbar
Unique
Name Scope
Substation
Substation
none
Substation
Substation
Substation
Converter
Engine name
Substation
Project
Engine energy storage
Engine
Conductor
Connector
Connector between
negative feeder busbars
Track
none
none
XML Element
TwoWindingTransformer
TreeWindingTransformer
AdditionalLoad
Autotransformer
Boostertransformer
OCSBB, RailsBB,
NegativeFeederBB
Converter
*.opnengine: vehicle
Project-File: Vehicle
*.opnengine: storage
Project-File: Storage
StartPosition
Connector
NegativeFeederBBConnector
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XML
Attribute
name
name
name
name
name
bbName
name
vehicleID
engineID
name
name
condName
name
name
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Model element
Connector between OCS
busbars
Connector between rails
busbars
Leakage
Line
Network
Rectifier
Slice
Storage
Substation
Switch
VLD
VLD Type
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Unique
Name Scope
none
OCSBBConnector
XML
Attribute
name
none
RailsBBConnector
name
none
Network
Project
Substation
none
Substation
Network
Project
Substation
VLDTypes
none
Distribution
Leakage
Line
Network
Rectifier
ConnectorSlice
Storage
Substation
Switch
Project-File: VLD
TypeDefs-File: VLDType
Merger
PiecewiseLinearDistribution
name
name
name
name
name
name
name
name
name
name
name
name
XML Element
Table 4 The naming conventions of the model elements versus scope.
4.4.4 OpenTrack
During creation of the OpenTrack project the following constraints need to be considered:
Direction of edges has to be continuous from lower to higher km point,
Set km point of each double vertex,
Set length of all edges matching the km points of the vertices,
Set line ID of all edges,
Set track ID of all edges,
Specify power supply areas matching the electrical networks (not needed if there is only
one power supply system).
It is helpful to prevent unnecessary changes in chainage or line and track IDs during creation
of the OpenTrack model to simplify the electrical network model.
If there are engines with same OpenTrack input data but different electrical parameters for the
same catenary system, these engines have to be handled separately. A multi-system traction
unit can be handled as a single engine though.
Phase insulation gaps or voltage-free areas should get power off and power on signals in
OpenTrack.
Note: The use of moving block is not recommended when running OpenTrack with
OpenPowerNet. A course following a slow course requests alternating maximum brake effort
and maximum tractive effort over time and this spoils the load flow simulation. If courses do
not hinder each other the use of moving block is possible but the user needs to carefully
analyse the effort requests for each course! A warning message (APS-W-005) is generated
for each time alternating effort requests are detected. This may give the user a hint to look for
the course following a slower course.
To overcome the above mentioned alternating effort requests it is possible to specify a
acceleration delay for a train defined in OpenTrack, see Figure 35. A faster train following a
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slower train will try to accelerate only in intervals defined with the acceleration delay, see Figure
36 to Figure 38.
Figure 35 OpenTrack train parameter with acceleration delay.
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s = f(t)
12.000
10.000
34s
s [km]
8.000
34s
6.000
4.000
2.000
37s
0.000
00 00:00:00
00 00:00:43
00 00:01:26
00 00:02:10
00 00:02:53
00 00:03:36
1st Course
00 00:04:19
00 00:05:02
00 00:05:46
00 00:06:29
00 00:07:12
2nd Course
Figure 36 Train diagram with moving block and acceleration delay.
v = f(s)
140
120
100
v [km/h]
80
60
40
20
0
0+000
1+000
2+000
3+000
4+000
1st Course
5+000
s [km]
6+000
7+000
8+000
9+000
10+000
2nd Course
Figure 37 Speed versus distance with moving block and acceleration delay.
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F = f(s)
400.0
300.0
200.0
F [kN]
100.0
0.0
-100.0
-200.0
-300.0
-400.0
0+000
1+000
2+000
3+000
4+000
F_requested [kN] (1st Course)
5+000
s [km]
6+000
7+000
8+000
9+000
10+000
F_requested [kN] (2nd Course)
Figure 38 Requested effort versus distance with moving block and acceleration delay.
Note: Check Use Curve Resistance in OpenTrack preferences to respect each curve in
your track layout. If this option is not set OpenTrack uses a mean radius to calculate driving
resistance.
4.4.5 *.opnengine File

This file acts as a library of engines and contains all information for a simulation. It has to
correspond with the OpenTrack engine data. The OpenTrack Engine Name and
OpenPowerNet Vehicle ID is used for mapping the engine data between both programs. The
XML file observes the XML Schema provided in the XML Catalogue with key
http://www.openpowernet.de/schemas/opnengine.xsd. The *.opnengine file is
edited by the Engine Editor by default but if desired it could also be edited by the XML Editor.
4.4.5.1 Engine Editor
The *.opnengine file is created by selecting a folder at the Project Explorer, selecting New
at the context menu and then Engine File, see Figure 39. The file gets created and the
Engine Editor opens with a Vehicle.
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Figure 39 Create new Engine File.
The Engine Editor consists of a tree on the left side and a detail view on the right side. A new
Engine is created by right clicking into the tree area on the left and selecting New Sibling >
Vehicle, see Figure 40.
Figure 40 Engine Editor, creating new Vehicle.
First of all the Vehicle ID need to be set, select the Tree node Vehicle and enter the Vehicle
ID in the detail view.
Figure 41 Engine Editor, set Vehicle ID.
At the Engine element a New Child > Propulsion element need to be added to the tree
to be able to set the propulsion parameter in the detail view, Figure 42. This view is sufficient
to define a very simple engine. If desired, a Storage may be added as child of Engine element
as well.
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Figure 42 Engine Editor, new propulsion.
To add details of the propulsion systems further components may be added as child of
propulsion, see Figure 43. These details are transformer, four quadrant chopper, inverter,
motor and gear, which are modelled as efficiencies. Furthermore a tractive and brake effort
versus speed course can be defined. A tractive and brake current limitation is available and
last but not least the tractive and brake effort versus speed. For an overview of available
parameter please see Figure 11 at page 24.
Figure 43 Engine Editor, new tractive effort.
Details are entered, depending on the parameter, as 2D or 3D table (1) and displayed at a
diagram. The units of the axis (2) need to be set and a name of the axis (3) may be given, see
Figure 44.
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Figure 44 Engine Editor, tractive effort curve.
The 3D table is as seen in Figure 45. To switch from a 3D table to a 2D table only one column
is allowed, in case of more than one column the 2D/3D radio buttons are disabled.
Figure 45 Engine Editor, tractive current limit.
Each engine has the option to configure multiple energy storages. The load and unload model
is configured in the Project-File. Figure 46 shows a typical engine energy storage configuration
in the *.opnengine file.
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Figure 46 Typical engine energy storage configuration.
4.4.5.2 Auxiliary Power

The modelling of the electrical auxiliary power is available in OpenTrack as well as in
OpenPowerNet. In total 9 different models exist. These auxiliary power models are defined in:
OpenTrack engine as:
o A constant factor of the mechanical power of a speed range,
o A constant value of a defined speed range,
OpenTrack train as:
o A constant factor in kW/t (delta load factor) applied to the delta between the
current train mass and the weight of the train model,
o A constant power per trailer,
OpenPowerNet *.opnengine file:
o Constant power,
o Constant power while braking,
o Constant resistance,
o Constant resistance while braking and
o Eddy current brake power consumption.
To model in OpenTrack the engine auxiliary, open the Engines dialog (Tools
Engines...) and then edit the loss function, see Figure 47.
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Figure 47 OpenTrack engine loss function definition.
The definition of the OpenTrack train contains the delta load factor ( in column
P Loss Fac. [kW/t]) definition and a constant auxiliary (P Loss [kW]) of the trailer. Each
trailer can be configured with a different constant auxiliary but only one delta load factor can
be defined per train even the editing is possible at trailer, see Figure 48.
Figure 48 The OpenTrack train auxiliary definition.
The calculation of the delta load auxiliary is according to the following formula:
= ( )
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The current train mass ( ) can be modified at each stop in the OpenTrack timetable
definition, see Figure 49. The delta load value changes always based on the current
value. For instance the course in Figure 49 has a total mass ( ) of 100t. In station A
the current mass changes to 120t (+20t) and in station B to 110t (-10t). So the current mass
from station A to B is 120t and from station B to station C 110t.
Figure 49 OpenTrack delta load configuration at timetable.
The auxiliary defined for a whole train (OpenTrack train) are equally distributed to all engines
of the train.
The calculated auxiliary values are recorded each simulation time step into the database table
engine_auxiliary_data. These values are related to an engine and auxiliary model type
(database table auxiliary_type).
4.4.6 TypeDefs-File
The TypeDefs-File is an XML file and defines model types, see Figure 50. The Project-File will
reference these types by an identifier. The TypeDefs-File observes the schema provided in the
XML Catalogue with key http://www.openpowernet.de/schemas/TypeDefs.xsd. The
schema specification documentation is available at Help > Help Contents >
OpenPowerNet User Guide.
The definition of the models in the TypeDefs-File is described in the chapters referencing the
models.
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Figure 50 The main elements of the TypeDefs-File schema.
4.4.7 Project-File
The project specific file is an XML file. It has to correspond with the OpenTrack infrastructure
data. The Project-File observes the schema provided in the XML Catalogue with key
http://www.openpowernet.de/schemas/OpenPowerNet.xsd.
The
schema
specification documentation is available at Help > Help Contents > OpenPowerNet
User Guide.
Sample XML files are available in the Tutorial, see chapter 5 at page 120 to read how to get
these files.
The Project-File has four main parts:
ATM configuration,
PSC configuration,
Distributions and
Relations of courses to a Train Operating Company, see Figure 51.
Figure 51 The main branches of the Project-File in schema view.
Figure 52 to Figure 76 show an example Project-File.
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Figure 52 General configuration in OpenPowerNet Project-File.
4.4.7.1 Engine Model
Figure 53 Example ATM configuration of one engine in the Project-File in XML Editor design view.
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This example uses a very detailed calculation with all propulsion components as efficiency
curves for the AC 25kV 50Hz propulsion system. The propulsion system for AC 15kV 16 2/3Hz
is configured with a minimum recovery braking speed of 5km/h. The example engine has also
an energy storage configured, see Figure 53.
It is possible to delay the acceleration of engines after energization, e.g. when line power
resumes after a failure, by a delay distribution to model the individual driver behaviour. The
delay is only active for engines with main switch on. The main switch is operated by OpenTrack
Power Signals. The delay duration is defined by a distribution, see chapter 4.4.7.13. The delay
is enabled if attribute accelerationDelayAfterEnergization is defined at element
OpenPowerNet. The delay distribution of a simulation is visualized by the prepared Excel File
EngineDelay.xlsx.
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4.4.7.2 Engine Energy Storage

Each engine can be configured with multiple energy storages.
The engine energy storage has two models for loading:
saver:
regenerated energy utilisation

energy storage saver model
10
P [kW]
resistor
catenary (max 4kW)

energy storage (max 2kW)
auxiliary (1kW)
0
1
10
Precovery [kW]
Figure 54 This figure shows the utilisation of the regenerated energy when using the 'saver' model of the engine
energy storage.
recovery:
regenerated energy utilisation

energy storage recovery model
10
P [kW]
resistor
energy storage (max 2kW)

catenary (max 4kW)
auxiliary (1kW)
0
1
10
Precovery [kW]
Figure 55 This figure shows the utilisation of the regenerated energy when using the 'recovery' model of the engine
energy storage.
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The engine energy storage can be configured with one of five unloading models:
panto_I_max:
energy storage utilisation

panto_I_max model
120
100
I [A]
80
60
I_storage [A]
40
I_panto [A] (max 70 A)
20
0
0
10
20
30
40
50
60
70
80
90
100
I_demand [A]
Figure 56 While using unload model 'panto_I_max' the energy storage is unloaded only when the maximum allowed
pantograph current is exceeded.
storage_P_max:

storage_P_max model
120
P [kW]
100
80
60
P_panto [kW]
40
P_storage [kW] (max 60 kW)
20
0
0
10
20
30
40
50
60
70
80
90
100
P_engine [kW]
Figure 57 While using unload model 'storage_P_max' the energy storage is unloaded as soon as the recovered
energy is lower as the auxiliary power. If the power demand of the engine whether for auxiliary or traction is higher
than the maximum unload power of the energy storage the remaining power will be provided from the catenary.
storage_P_aux:

storage_P_aux model
P_engine [kW]
200
150
P_aux_panto [kW]
100
50
P_traction [kW] (50kW)

0
0
10
20
30
40
50
60
70
80
90
100
P_aux [kW]
Figure 58 While using unload model 'storage_P_aux' the energy storage is unloaded as soon as the recovered
energy is lower as the auxiliary power. The provided power corresponds always with the auxiliary power demand
unless the auxiliary power is higher than the maximum energy storage unload power.
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storage_P_traction:
P_engine [kW]

storage_P_traction model
140
120
100
80
60
40
20
0
P_traction_panto [kW]
P_aux [kW] (20kW)
0
10
20
30
40
50
60
70
80
90
100
P_traction [kW]
Figure 59 While using unload model 'storage_P_traction' the energy storage is unloaded as soon as the engine
consumes traction power until the maximum unload power of the energy storage is exceeded.
storage_P_traction_ratio:
P_engine [kW]

storage_P_traction_ratio model
140
120
100
80
60
40
20
0
P_traction_panto [kW]
P_storage [kW] (70%
P_traction, max 56kW)
P_aux [kW] (20kW)
10
20
30
40
50
60
70
80
90
100
P_traction [kW]
Figure 60 While using unload model 'storage_P_traction_ratio' the energy storage is unloaded with the specified
fraction of the traction power as soon as the engine consumes traction power until the maximum unload power of
the energy storage is exceeded.
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4.4.7.3 Network Model
Figure 61 Example project configuration of TestNetwork 1 including Lines, Substations, Times, Earth node as well
as configuration of TestNetwork 2 which includes also the Mergers element, and general PSC options.
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Type
contact
wire
messenger
wire
feeder
User Manual
Name
Ri150
Ri120
Cu150
Cu120
Al 625
Al/St260/23
Rail (AC,
see chapter
6.4)
UIC60
third rail
Al 5100
Fe 7600
Description
150mm
120mm
150mm
120mm
625mm
260mm Al &
23mm steel
UIC54
Al 5100mm
7600mm steel
Issue 2016-09-30
R20
[Ohm/km]
0,1185
0,1481
0,1185
0,1481
0,0459
0,1068
equivalent
radius [m]
0,0054
0,0048
0,00531
0,00468
0,01092
0,00733
temperature
coefficient
0,00393
0,00393
0,004
0,004
0,004
0,004
0,0306
(DC only)
0,0339
(DC only)
0,0064
0,0159
(see chapter
6.4)
(see chapter
6.4)
0,0314
0,0383
0,004
0,004
0,00382
0,005
Table 5 Typical conductor configuration values.
4.4.7.4 Power Supply models

Following power supply models are available:
Two winding transformer (AC),
Three winding transformer (2AC),
Converter (AC / 2AC)
Autotransformer (2AC),
Booster transformer (AC / 2AC),
Rectifier/Inverter (DC) and
Stationary energy storage (DC).
All power supply models are configured in a child element of Substation (XPath:
/OpenPowerNet/PSC/Network/Substations/Substation).
The power supply models need to be connected to a busbar.
Two winding transformer, converter, rectifier, and storage are connected to the busbars via
child elements OCSBB and RailsBB, see Figure 62.
Figure 62 Rectifier with busbar child elements.
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Three winding and auto transformer are connected to the busbars via child elements OCSBB,
RailsBB and NegativeFeederBB, see Figure 63.
Figure 63 Three winding transformer with child elements.
The booster transformer is connected to 4 busbars. The primary busbars are typically
connected to the catenary in parallel to an isolated section and the secondary busbars to the
return wire.
Figure 64 Booster transformer with child elements.
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Figure 65 Substation element of example network configuration with transformer, busbars and feeder with switch.
The tables below list some typical configuration data for power supplies.
Two Winding Transformer
nomPower_MVA
10
nomPrimaryVoltage_kV
115
nomSecondaryVoltage_kV
16.25
noLoadLosses_kW
6.5
loadLosses_kW
230
relativeShortCircuitVoltage_percent
10.7
noLoadCurrent_A
0.06
secondaryVoltagePhaseShift_degree
0 (optional, -120 +120)
Table 6 Typical two winding transformer configuration.
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Three Winding Transformer

nomPower_MVA
85
150
53.8
noLoadLosses_kW
38
loadLosses_kW
136
8.6
noLoadCurrent_A
1.43
Table 7 Typical three winding transformer configuration.
Auto Transformer
nomPower_MVA
20
55
27.5
noLoadLosses_kW
8
loadLosses_kW
17
1.76
noLoadCurrent_A
0.33
Table 8 Typical auto transformer configuration.
Booster Transformer
nomPower_MVA
0.158
0.316
0.316
noLoadLosses_kW
0.6
loadLosses_kW
2
11
noLoadCurrent_A
7
Table 9 Example configuration of a booster transformer.
4.4.7.5 Static Frequency Converter

A generic Static Frequency Converter (SFC) model is available, see Figure 66.
railway grid
3-phase
public grid
3-AC
DC
U0
1-AC
DC
transformer
rectifier
inverter
transformer
busbar
Figure 66 Schematic static frequency converter.
The SFC model is defined in the TypeDefs-File and the Project-File references to the SFC
model type definition only by the SFC type name.
The SFC model has three control strategies:
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RADIAL: Shall be used if only one power supply is feeding the feeding section. In this
strategy the active power will not be limited as there is only one power supply in the
system. But the model is still able to limit the current.
ISLAND: Shall be used in case of multiple power supplies, respectively other SFC or
transformer. The active power will be limited to the maximum (supply) and minimum
(recovery) values defined in the PfAngle curve.
L1
L2
L3
SFC
Substation 1
SFC
Substation 2
SFC
Substation 3
Contact Line
Track
SYNCHRONOUS: Shall be used same as ISLAND but the SFC voltage angle will be
identical to the voltage angle at another substation busbar. The other substation could
use SFC or transformer.
L1
L2
L3
SFC
Substation 1
SFC
Substation 2
SFC
Substation 3
Contact Line
Track
substation 1 refers to voltage

angle at substation 2
Parameter at TypeDefs-File:
The parameter are set as default values at the Inverter element and get superseded by the
parameter defined at a specific strategy, see example below for currentMaxSupply_A where
550A will be used during the simulation.
<ConverterType name="sfc">
<Losses>
<Detailed>
<RectifierInverter efficiency_percent="" />
<Transformer1AC>
<Impedance z_real_Ohm="0.1" z_imag_Ohm="5" />
</Transformer1AC>
</Detailed>
</Losses>
<Inverter
noLoadVoltage_kV="27.5"
noLoadVoltageMax_kV="30"
currentMaxSupply_A="600"
currentMaxRecovery_A="500"
currentMaxRecoveryMode="messages_only"
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currentMaxSupplyMode="messages_only">
<Strategy>
<Radial name="radial" currentMaxSupply_A="550"> Supersedes 600A defined above.
<QfU xValueName="U" xValueUnit="kV" yValueName="Q" yValueUnit="Mvar">
<valueLine xValue="25.0">
<values yValue="20" />
</valueLine>
<valueLine xValue="30.0">
<values yValue="-20" />
</valueLine>
</QfU>
<PfAngle xValueName="angle" xValueUnit="Deg" yValueName="P" yValueUnit="MW">
<valueLine xValue="-5">
</valueLine>
<valueLine xValue="5">
<values yValue="-15" />
</valueLine>
</PfAngle>
</Radial>
</Strategy>
</Inverter>
</ConverterType>
The no load voltage U0 (@noLoadVoltage_kV), see Figure 66, shall be the same as Q=f(U)
curve where Q is zero. The maximum no load voltage, respectively the maximum inverter no
load output voltage, is defined at @noLoadVoltageMax_kV.
The current limitation can be defined separately for supply (currentMaxSupply_A) and recovery
(currentMaxRecovery_A).
Beside the limit value a mode has to be defined. These modes are:
off: The current is not limited.
messages_only: In this mode the SFC does not try to limit the current but reports a
warning message (PSC-W-012 or PSC-W-013) per time step in case the current is
exceeded.
try_to_limit_current: The SFC tries to limit the current. At supply the SFC voltage is
reduced until the current is at its limit. This works only in case the engines are modelled
with a traction current limit which reduces the current for lower voltages. At recovery
the SFC voltage is increased until the current is at its limit.
There are two different SFC loss models available, either detailed or combined. The values of
the model are defined at the TypeDefs-File and the choice of the model is done at the ProjectFile. The detailed model is divided into a combined loss model of inverter and rectifier and also
3 phase transformer and a separate loss model of the 1 phase transformer. Each loss model
has multiple descriptions, for details see Figure 67 as well as Table 10.
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railway grid
3-phase
public grid
3-AC
DC
U0
1-AC
DC
transformer
rectifier
inverter
transformer
busbar
transformer1AcLossModel
rectifierInverterLossModel
Figure 67 Converter detailed loss model.
Project-File
X-Path:
Converter/LossModel/Detailed
@rectifierInverterLossModel
none
mean
eta=f(P)
@transformer1AcLossModel
none
impedance
transformer
Parameter
choice
TypeDefs-File parameter
X-Path:
ConverterType/Losses/Detailed/
n/a
RectifierInverter/
@efficiency_percent
RectifierInverter/Efficiency
@xValueUnit=kW
@ yValueUnit=%
n/a
Transformer1AC/Impedance/
@z_imag_Ohm
@z_real_Ohm
/Transformer/
@nomSecondaryVoltage_kV
@relativeShortCircuitVoltage_percent
@nomPower_MVA
@loadLosses_kW
Table 10 Converter detail loss model parameter.
The combined loss model combines all SFC components and transformer in a parameter set
defined as =f(P).
railway grid
3-phase
public grid
3-AC
DC
U0
1-AC
DC
transformer
rectifier
inverter
transformer
busbar
combined
Figure 68 Converter combined loss model.
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Project-File
X-Path:
Converter/LossModel
Combined
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Issue 2016-09-30
TypeDefs-File parameter
X-Path: ConverterType/Losses/
Combined /
@xValueUnit=kW
@ yValueUnit=%
Table 11 Converter combined loss model parameter.
An example of the SFC referenced at the Project-File can be found below. This example
references to the Convert Type defined above in this chapter, using a detailed loss model with
transformer impedance and rectifier/inverter mean efficiency.
Parameter at Project-File:
<Converter name="SFC" typeRef="sfc" defaultStrategy="radial">
<LossModel>
<Detailed rectifierInverterLossModel="mean" transformer1AcLossModel="impedance" />
</LossModel>
<OCSBB bbName="ocsbb" z_real_Ohm="0.001" z_imag_Ohm="0.000"/>
<RailsBB bbName="railsbb" z_real_Ohm="0.001" z_imag_Ohm="0.000" />
</Converter>
The following example is using the SYNCHRONOUS strategy which shall be in sync with the
voltage between busbars railsbb and ocsbb at substation TSS2 and shows the definition
at the Project-File:
<Converter name="SFC" typeRef="sfc" defaultStrategy="synchronous">
<LossModel>
<Detailed rectifierInverterLossModel="mean" transformer1AcLossModel="impedance" />
</LossModel>
<Strategy>
<Synchronous substation="TSS2" nameRef="sync">
<ReferenceBusbar bbName="railsbb" />
<MeasuringBusbar bbName="ocsbb" />
</Synchronous>
</Strategy>
<OCSBB bbName="ocsbb" z_real_Ohm="0.001" z_imag_Ohm="0.000"/>
<RailsBB bbName="railsbb" z_real_Ohm="0.001" z_imag_Ohm="0.000" />
</Converter>
4.4.7.6 Rectifier
The rectifier model is used for DC power supply systems only.
The model is either only a rectifier (energyRecovery=false) or is also be able to configured
as inverter (energyRecovery=true) in case of energy recovery to the transmission network.
The model is configured by defining the no load feeding voltage (nomVoltage_kV) and voltage
drop (internalResistance_Ohm) to define the clamp behaviour.
In case the losses shall be analysed optional parameter have to be defined. A constant voltage
drop cause by the valves (lossVoltageDrop_kV) and/or copper losses of the transformer and
other components (lossResistance_Ohm) may be defined.
internalResistance_Ohm
nomVoltage_kV
energyRecovery
lossVoltageDrop_kV
lossResistance_Ohm
Rectifier
0.015
0.750
false
0.012
0.0015
Table 12 Typical rectifier configuration.
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4.4.7.7 Station Energy Storage
Figure 69 The model for the station energy storage (voltage stabilisation and energy saving) has two models which
are used depending on the conditions during the simulation. If the current is maximum the left model is used and
otherwise the right model. Ri is the parameter internalResistance_Ohm, Unom is nomVoltage_kV, Imax is
unloadImax_A respective loadImax_A and Zbb_conn the connectors to the busbars.
nomVoltage_kV
loadImax_A
unloadImax_A
maxLoad_kWh
initialLoad_kWh
lossPower_kW
efficiencyLoad_percent
efficiencyUnload_percent
Station Energy Storage

0.580
0.015
100
300
10
5
0.1
90
90
Table 13 Typical voltage stabilisation station energy storage configuration for DC 600V with 600V no load voltage
at the rectifier.
nomVoltage_kV
loadImax_A
unloadImax_A
maxLoad_kWh
initialLoad_kWh
lossPower_kW
efficiencyLoad_percent
efficiencyUnload_percent
Station Energy Storage

0.600
0.015
300
300
10
5
0.1
90
90
Table 14 Typical energy saving station energy storage configuration for DC 600V with 600V no load voltage at the
rectifier.
4.4.7.8 Voltage Limiting Device

According to EN 50526-2:2012 a Voltage Limiting Device (VLD) operates in a way as to
connect the track return circuit of DC railway systems to earth system or conductive parts
within the overhead contact line zone or current collector zone in order to:
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1 Prevent impermissible touch voltage caused by train traffic or short circuit;

and/or
2 Prevent impermissible touch voltages by reducing the fault circuit impedance
and thus causing tripping of the circuit breaker by over current.
The VLD model is not limited to DC only but can be used for AC railway power supply systems
as well as for DC systems.
Note: The DC model respects the current direction while the AC model uses the absolute
values. If the voltage shall be limited in any case for DC systems, e.g. touch voltage between
rail and earth, two VLD models need to be added to the network model. One VLD reference
shall be the rail busbar and for the other VLD the reference shall be the earth busbar.
The model is a recoverable VLD that recovers after triggering, depending of the defined Open
Model.
The VLD model is defined in the TypeDefs-File (see Figure 70) and the Project-File (see Figure
71) references to the VLD model definition only by its type name.
Figure 70 Elements and attributes of the VLD model definition in the TypeDefs-File.
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Figure 71 Elements and attributes of the VLD model definition in the Project-File.
Defining the Model:

The VLD model is defined by a Close Model which describes the conditions for closing the
VLD and an Open Model which describes the conditions for opening. The VLD is closed using
a low resistance and open by using a high resistance between the reference and measuring
busbar.
The following Close Models are available:
Voltage: The VLD closes as soon as the defined voltage would be exceeded.
VoltageDuration: The VLD closes when the defined voltage level is exceeded for a
defined time interval.
The following OpenModels are available:
Timer: To open the VLD after a specific time period. If the close condition is still valid one
time step with open VLD occur in the simulation results. Thus there will be one time
step with exceeding voltage.
Voltage: To open the VLD as soon as the voltage at the closed VLD is less than specified.
VoltageDuration: To open the VLD when the defined voltage level is below the defined
value for a defined time interval.
Current: Opens the VLD as soon as the current level is lower than the defined value.
CurrentDuration: Opens the VLD when the current level was continuous lower than a
defined value.
Exactly one Open and one Close Model need to be defined.
The VLD has four different states:
OPEN: This is the default state and uses the resistance defined in attribute
r_open_ohm.
CLOSE: When the VLD is close. This state is modelled with the resistance defined in
attribute r_close_ohm.
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WAIT_CLOSE: This occurs only for the Close Model VoltageDuration in case the Voltage
level is exceeded but the defined duration is not exceeded. During this state the
resistance defined in attribute r_open_ohm is used.
WAIT_OPEN: This occurs only for the Open Model CurrentDuration and VoltageDuration
when the Current/Voltage is lower than defined but the defined duration is not
exceeded. During this state the resistance defined in attribute r_close_ohm is used.
Here an example of a VLD as a XML snippet of the TypeDefs-File:
<VLDTypes>
<VLDType name="U/I" r_close_Ohm="0.001" r_open_Ohm="10000">
<CloseModels>
<Voltage voltage_V="120"/>
</CloseModels>
<OpenModels>
<Current current_A="0"/>
</OpenModels>
</VLDType>
</VLDTypes>
Using the Model:

The VLD is used within the Project-File at the substation and connected between two busbars.
There is no constraint to use a specific busbar type. The VLD model is defined in the TypeDefsFile and referenced in the Project-File by the attribute type.
Following XML snippet of a Project-File corresponds with the example above:
<Substation name="16+000">
<VLD name="+" condSort="U/I" comment="for positive exceeding voltage">
<MeasuringBusbar bbName="E"/>
<ReferenceBusbar bbName="R"/>
</VLD>
<VLD name="-" condSort="U/I" comment="for negative exceeding voltage">
<MeasuringBusbar bbName="R"/>
<ReferenceBusbar bbName="E"/>
</VLD>
<Busbars>
<RailsBB bbName="E">
<Connector z_real_Ohm="0.001" z_imag_Ohm="0.000"> The connector to earth conductor.
<Position km="16.000" trackID="h" condName="E" lineID="Linie 01"/>
</Connector>
</RailsBB>
<RailsBB bbName="R">
<Connector z_real_Ohm="0.001" z_imag_Ohm="0.000"> The connector to a rail conductor.
<Position km="16.000" trackID="h" condName="RL" lineID="Linie 01"/>
</Connector>
</RailsBB>
</Busbars>
</Substation>
Voltage Limiting Device

r_close_Ohm
0.001
r_open_Ohm
10000
Close Model: Voltage (voltage_V)
120
Open Model: Current (current_A)
0
Table 15 Typical values for a voltage limiting device used to limit the touch voltage to maximum 120V by a thyristor
(opens when current is below 0A).
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4.4.7.9 Simulation Time window
Figure 72 Example configuration of two simulation time windows for the network from 00:00:00 to 00:10:00 and
from 00:20:00 to 00:30:00.
The simulation time window enables the user to specify the times the network shall be used
during the simulation. For instance the Project-File has multiple networks along a very long
route. The simulation runs five trains following each other. To minimize the calculation time
and amount of data each network should only be enabled if at least one train is in the network,
see the example in Figure 73.
Note: In case the network contains energy storages it is advised to use the network for the
whole simulation due to changing energy storage state of charge.
Figure 73 Example of reasonable simulation time windows per network. The red rectangles indicate the feeding
section per network and the simulation time window.
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Network Merge
Figure 74 This example shows how to merge two networks into one network.
The merge parameters provide the functionality to merge two networks of the project file into
one network. This merged network will be used during the whole simulation. This is for example
useful for simulation of failure scenarios, e.g. Transformer1 in TSS1 of Network
TestNetwork 1 need to supply also the neighbour section in Network TestNetwork 2 due to
switched off Transformer2 in TSS1.
The example configuration in Figure 74 adds to network TestNetwork 1 the following:
the connection between line1 and line2,
the line2,
the OCS busbar connection in TSS1,
the substation TSS2,
concatenate the merger name to the original network name network name used for
simulation and analysis is TestNetwork 1 + merge_nw2 and
the network configuration of network TestNetwork 2.
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Figure 75 visualises the merged networks.
Figure 75 The merged TestNetwork 1 and TestNetwork 2.
4.4.7.11
Train Operating Companies
Figure 76 Example configuration of Train Operating Companies.
For accumulation of energy consumption several courses can be grouped to so-called Train
Operating Companies. This feature can be used to attribute a portion of energy to different
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operators, type of trains or any arbitrary selection by using the courses specified in the ProjectFile, see Figure 76. The attribute courseID corresponds with the course ID in OpenTrack.
The consumed energy of not specified courses is summarised for a Train Operating Company
with the name unknown. Therefore it is not advised to name a Train Operating Company
unknown!
4.4.7.12
Data Recording
Besides the configuration of the engine model, network and operating company it is necessary
to define recording of simulation results. To record data to the database the connection
properties need to be set. The configuration of recording is structured hierarchical. The
attributes in element OpenPowerNet are at the highest level and define the general recording
behaviour, see XML snippet below.
<OpenPowerNet
xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance"
xsi:noNamespaceSchemaLocation="http://www.openpowernet.de/schemas/OpenPowerNet.xsd"
name="Tutorial AC Network"
comment="failure scenario"
maxIterations="1000"
maxFailedIterations="100"
dbUser="opndbusr" (The database user name)
dbPasswd="xxxx" (The database user password if required)
odbcDsn="pscresults" (The DSN name, this is the name specified as ODBC data source name.)
record2DB="true" (Whether to record data to database or not, default is false.)
rstFile="Engine.opnengine" (The path to the referenced file may be absolute or relative.)
switchStateFile="Switch-File.xml">
To record engine data set the attribute /OpenPowerNet/ATM/Options/@record2DB to true.

The recording of currents and voltages for electrical networks is configured according to the
element hierarchy of the Project-File beginning at element /OpenPowerNet/PSC/Network
using the attributes recordCurrent and recordVoltage. These two attributes have three
allowed values:
- true: Record data of this element if higher hierarchy is not set to false+sub.
- true+sub: Record data of this and all lower elements.
- false+sub: Do not record data of this and all lower elements.
Example XML snippet with recording attributes:
<Network
name="A"
frequency_Hz="0"
voltage_kV="0.6"
recordCurrent="true" Record currents for this network.
recordVoltage="true"> Record voltages for this network.
<Lines> No recording attributes set therefore the default value (true) will be applied.
<Line
name="A"
recordCurrent="false+sub" Do not record currents for this line and all subordinate elements.
recordVoltage="false+sub"> Do not record voltages for this line and all subordinate elements.
...
</Line>
</Lines>
<Substations
recordCurrent="true" Record currents for all substations if not contrary defined for a
specific substation.
recordVoltage="true"> Record voltages for all substations if not contrary defined for a
specific substation.
<Substation
name="TSS_A"
recordCurrent="true" Record currents for this substation.
recordVoltage="true"> Record voltages for this substation.
...
</Substation>
<Substation
name="BC"
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recordCurrent="false+sub" Do not record currents for this substation.

recordVoltage="false+sub"> Do not record voltages for this substation.
...
</Substation>
</Substations>
<Earth lineID="A" trackID="up" km="0" condName="E"/>
</Network>
Please note that recording line voltages and currents increases the amount of written data
significantly and slows the analysis. Record values only necessary for the desired visualisation!
4.4.7.13
Distribution
Distributions are defined either by a distribution histogram or cumulative distribution function

(CDF).
distribution
100%
90%
80%
70%
60%
Histogram
50%
CDF
40%
30%
FirstBin
20%
10%
0%
0
10
20
30
40
50
60
70
Figure 77 A distribution defined by a histogram and cumulative distribution function.
All distributions are defined as children of Element /OpenPowerNet/Distributions.

The piecewise linear distribution can be defined either by a histogram or cumulative distribution
function. Below are the example definitions of both types.
Histogram definition:
<Histogram>
<FirstBin begin="25" width="5" probability="10" />
<Bin width="20" probability="80" />
<Bin width="10" probability="10" />
</Histogram>
Cumulative Distribution Function definition:

<CDF xValueName="delay" xValueUnit="s" yValueName="cumulated distribution" yValueUnit="%">
</valueLine>
</valueLine>
</valueLine>
</valueLine>
</valueLine>
</CDF>
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To simulate different delay scenarios, the attribute scenario of element

PiecewiseLinearDistribution should be altered. The simulations with same scenario
are repeatable and produce the same delays.
4.4.7.14
Options
There are several options to be set control the calculation. These are
tolerance_A: The maximum allowed current tolerance between ATM-PSC iteration
steps. A good values is 1A.
tolerance_V: The maximum allowed voltage tolerance between ATM-PSC iteration
steps. A good values is 1V.
tolerance_grad: The maximum allowed voltage angle tolerance between ATM-PSC
iteration steps. A good value is 0.001.
maxCurrentAngleIteration: The maximum allowed iterations per ATM-PSC iteration
step in PSC to find the correct voltage angle. A good value is 1000.
maxIncreaseCount: The maximum allowed number of increasing voltage tolerance
between ATM-PSC iteration steps. Usual the tolerance is decreasing between the
iteration steps. But for overburden networks and SFC the tolerance increases
sometimes as well. This is an option to detect overburden simulation time steps earlier
before calculation OpenPowerNet/@maxIterations. If you are not sure what you are
doing set this value higher than the value defined at OpenPowerNet/@maxIterations.
discreteEngine: Specifies whether engine shall be inserted continuously between slices
at their accurate position ('false') or discreetly only at slices ('true', default). If 'false' the
engine current is split according to the distance of the engine to the next slices. For
'true' the engine current is insert only at the closest slice. This option is only applicable
to DC networks!
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4.4.8 Switch-File
The optional switch state file is an XML file. The Project-File observes the schema provided in
the XML Catalogue with key http://www.openpowernet.de/schemas/ADE.xsd. The
schema specific documentation is available at Help > Help Contents > OpenPowerNet
User Guide.
The Switch-File configures the state changes for each switch in the power supply network
during the simulation time. The default state of the switch is configured in the Project-File. The
Switch-File is only needed if switch states shall be changed during the simulation.
Figure 78 Switch configuration for network calculation. The switches are open for 10 minutes beginning at 10:00:00.
4.5
Simulation
The OpenPowerNet GUI handles the start and stop of the server, waiting for requests from
OpenTrack.
To start the server,
has to be selected from context menu of the particular Project-File, see
Figure 79.
Figure 79 Start OpenPowerNet server by selecting the Project file and click "Start OpenPowerNet" from context
menu.
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The OpenPowerNet settings in OpenTrack have to be configured to run co-simulations, see

chapter 4.2. The simulation can be started as usual with OpenTrack simulation panel after the
OPN server is started. The OPN server is ready for requests once you can read the license
information at the console, see example below.
OpenPowerNet Core 1.6.0 64 Bit | built Sep 30 2016, 07:00:00
Institut fuer Bahntechnik GmbH
Full license
To shut down the server select

from menu.
During the simulation a number of messages will be displayed. These messages are
categorised in INFO, WARNING and ERROR. At the end of the simulation the number of
WARNING and ERROR messages is displayed if any occurred. All messages are saved to the
database and can be read after the simulation by using the Excel-File Message
(OpenPowerNet > Excel Tools > Messages).
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Visualisation
4.6.1 Prepared Excel Files

A number of prepared Excel Files for a quick analysis of the simulation data is available via
the GUI (OpenPowerNet > Excel tool > ). These files are opened in a write protected
mode to avoid unmeant overwrite but may be saved with a different name.
The prepared Excel files utilise the ODBC DSN pscresults to connect to a database. The
ODBC DSN is like an arrow pointing to a database schema. Via the configuration of the
pscresults DSN any desired database schema may be selected and analysed in Excel, see
chapter 3.4 as well as Figure 80 and Figure 81.
Figure 80 The ODBC data source administrator.
To retrieve the data from the database, select update all from the Excel Data ribbon or press
Ctrl+Alt+F5. Update multiple times to get the data for selection and data to be displayed in the
prepared diagrams.
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Figure 81 DSN configuration.
4.6.2 User defined Excel Files

All simulation results are stored in a database. For visualisation the data can be transferred
into a custom Excel table sheet via external data exchange, see and follow the instructions
below from Figure 82 to Figure 90.
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Figure 82 Create a new external data query.
Figure 83 Select pscresults* as external data source.
If no such DSN is available see document Installation Instruction to create a new DSN. You
can find the Installation Instruction in the Help System OpenPowerNet User Guide > PDFDocuments.
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Figure 84 For this example select table sim, add the columns shown on the right to the query and click next.
Figure 85 Click next, do not filter any data.
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Figure 86 Select id in the upper combo box to sort by the column id of table sim.
Figure 87 Select the centre radio button and click finish.
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Figure 88 The results of the query are listed in the table. Select Return Data to Microsoft Excel from file
menu to insert the data into an Excel table. Please see the Excel documentation for further questions.
Figure 89 Click OK and the data will be inserted to the table at position $A$1.
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Table Tools menu
Figure 90 Now the data in the table retrieved from database is ready for further evaluation and visualisation. For
easy handling of the external data source query it is recommended to use the Table Tools menu.
OpenPowerNet comes with Excel files already prepared for data analysis. These files are
accessible from the GUI at OpenPowerNet > Excel Tools >.
For example, the Energy consumption by Train Operating Company visualises the
energy consumption of all courses in all networks of the simulation summarised by the Train
Operating Company, see Figure 76, and expressed as percentage of total energy consumption
of all courses, see Figure 91.
Figure 91 Proportional portioned energy consumption of Train Operating Companies (in this example named
0.1m/s^2, 0.3m/s^2 and 3m/s^2) expressed in percent of the total energy consumptions of all Train Operating
Companies.
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4.6.3 Analysis
The visualisation of the simulation results is configured in the Selection-File for a specific
simulation. This file uses the file extension sel. General Analysis configuration is done via
preferences, see chapter 4.3.1.
To create a new Selection-File use the context menu in the Project Explorer and select New >
Analysis Selection File and follow the wizard.
Figure 92 Create new Selection-File from context menu.
The Selection-File can be edited in offline and online mode. The offline mode uses a ProjectFile to create the model for selecting the output. For this select a Project-File via the
Browse... button in the offline mode group. The online mode uses an existing simulation to
create the model output selection. To select a simulation change the editing mode from offline
to online, select an ODBC DSN, then Schema name and then Simulation.
Figure 93 A new empty Selection-File after creation. The page name includes the number of selected items in
brackets.
Once the model source is defined click on the Load button to create the model. While loading
the model messages are displayed on console OPN.
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The analysis group defines general visualisation configuration. Start and end time define the
visualisation time window. Below the times, the generation of the individual page settings can
be enable or disabled. Only enabled selections are generated.
The style group defines some style specific settings. The designation is used in the titles of the
generated files and should be an applicable description of the simulation (e.g. to fit a report).
The default is taken from the project name and comment defined in the Project-File. The project
ID and report ID comes from the Project-File but may be altered if required, the default button
fills in the value specified at the Project-File.The Footer logo and copyright is configured at the
preferences and may be selected or not. The Watermark is the OpenPowerNet logo across
the diagram or table which may be selected if desired. The selected Preset-File is displayed
for information only.
The output group has some settings regarding the produced files types and hidden data
sheets.
Selection details are defined on pages Corridors, Lines, Connectors, Substations, Magnetic
Field, Currents, Voltages and Vehicles. The description of these pages follows in the next
chapters.
After defining the details the analysis shall be started by click on the Start Analysis button
at the general page. After analysis start a linked folder containing the generated files are
crated. The analysis may be cancelled by cancelling the task at the Progress View, see the
red square button near the lower right corner of Figure 94.
Figure 94 Progress View with active running analysis.
Note: The generation of output files is done using Microsoft Excel. Although this is done as a
background process without user interaction, it is possible that this process interferes with
other Excel sessions. Therefore it is advised not to open any new Excel instance during
generation of output files!
Setup separators: The decimal and thousands separator to be displayed in the output files
and used for the inter-process communication depend on a setting in Microsoft Excel. As this
setting affects the display of all Excel files for the user logged on, it is not adjusted automatically
by OpenPowerNet. It is necessary to change the setting Excel Options > Advanced >
Use system separators to disabled and define e.g. a . (dot) as Decimal separator
and a , (comma) as Thousands separator. It is possible to use alternative settings by
modifying the preset file, see 4.6.3.8.
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Setup paper size: The paper size to be used by Microsoft Excel to create the output files has
to be configured for an available printer. It is recommended to set the paper size of Microsoft
XPS Document Writer to A4 under Windows > Control Panel > Printers >
[Printername context menu] > Printing preferences > Advanced. It is possible
to use another printer or paper size by modifying the preset file, see 4.6.3.8.
4.6.3.1 Corridors
The corridors page is used to define corridors along lines and tracks of the selected simulation.
These corridors are used to select courses at the vehicles page but does not generate any
diagrams itself.
A corridor definition for the AC-DC Networks Tutorial in chapter 5.8.3 at page 238 is displayed
in Figure 95, which combines the AC and DC electrical model into one Corridor from passenger
station A to C.
Figure 95 Selection Editor, page Corridor AC-DC Networks Tutorial example.
4.6.3.2 Lines
The Lines page provides diagrams along the line. They include markers e.g. for voltage limits
or infeed positions. Additionally all stations defined in OpenTrack are displayed in the Line
Diagrams, see Figure 124, except station names beginning with !.
The selection dialog provides the following columns:
Designation:
To override the default chart title. If set the default chart title will be replaced with the
given text. The designation will be added to the title and the subtitle with name of line
and tracks will still be used.
Type:
To select the chart type (see below).
Infra:
To select the infrastructure items to be displayed at the diagram. It is also possible to
select the substations to be shown depending on the type of device.
o The option Feeder Label: SS name displays the Substation Name as label
close to the feeder. If not selected the feeder name defined at Project-File or an
automatically created feeder name (Line/Track/km) will be shown.
Chainage:
To limit the scope of the diagram chainage between and .
Function:
To select the mathematical function to be applied to the voltages or currents.
o Time base:
The duration to be used to calculate the average value.
o 1.0s:
The instantaneous value with the simulation time step as the time base.
o :
The average of the whole analysis time window as the time base.
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Values [s]:
The average of the duration defined in seconds. Multiple values have to be
separated by "," and have to be larger than the simulation time step. For each
value a separate chart series will be created.
Average:
The algorithm to be used to calculate the average.
of |x|: The mean average of the absolute values.
rms of |x|: The rms average of the absolute values.
Line xyz:
The name of a line grouping different tracks.
Track xyz:
The name of a track grouping different conductors.
Panto:
The item column to select the chart series for pantograph voltage of all engines
belonging to the track and line indicated in the rows above.
Conductor Name xyz:
The item column to select the chart series for the conductor with name xyz belonging
to the track and line indicated in the rows above. Partially defined conductors are shown
only once.
Figure 96 The dialog to configure the charts versus the line position.
The item columns visible on the right side depend on the selection in the tree on the left. For
a project consisting of multiple lines and tracks this function can be used to focus on the items
needed for the chart to be defined. In the example shown in Figure 96 all conductors for line A
in Network A-B are displayed.
Each row of the table defines a single output chart of the selected type containing a chart series
for each selected item and time base. Selectable chart types are:
U_Panto = f(s): The pantograph voltage of all courses along the line. If selected also
conductor voltage of type ContactWire with reference to conductors of type Rail are
shown. Only time step values of the pantograph voltages are generated because it is
not possible to apply an average function for the pantograph voltage at a specific
location.
U_Rail-Earth = f(s): The voltage between conductors of type Rail and the conductor of
type Earth.
U_Conductors = f(s): The voltage between any conductors and a reference. As reference
any conductor is allowed but should be one per line or one for each track!
I_Conductors = f(s): The current of the selected conductors.
I_Leakage = f(s): The current between any conductors and a reference in mA/m. As
reference any conductor is allowed but should be one per line or one for each track!
The table provides the following item cell selection:
: Only the maximum values.
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: Only the minimum values.
: The minimum and maximum values as separate chart series.

0
: The reference conductor.
n/a respectively blank: The item is not selected.
The button Delete Rows deletes the selected rows.

The button Autofill Rows suggests a selection for the visible items of the actual selected
rows according to its chart type. The first suitable reference item of the track or line will be
preselected.
4.6.3.3 Connectors
The Connectors group provides charts for connectors specified in the Project-File under XML
element /OpenPowerNet/PSC/Network/Connectors.
Selectable chart types are:
U,I = f(t):
The voltage between both ends of the connector and the current through the connector
versus time.
U, I, I_sum = f(t):
Same as above plus the current sum of all selected connectors.
I = TRLPC:
The current through the connector as Time-Rated Load Periods Curve
(see chapter 6.16).
P = f(t):
The power consumed by the connector versus time.
P, P_sum = f(t):
Same as above plus the sum of all selected connectors.
P = TRLPC:
The power consumed by the connector as Time-Rated Load Periods.
Figure 97 The dialog to select connectors and to define different charts. The numbers in brackets in the tree on the
left side are the number of connectors.
The item columns displayed on the right side depend on the selection in the tree of the left
side.
4.6.3.4 Substations
The Substations page provides charts related to substations see Figure 98.
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Figure 98 The dialog to select the substations and the charts to be generated.
On the left side all substations are available from a tree view. On the right side are the file
production selector, feeder as well as device relate settings and the table with the selected
substation chart types.
The file production mode controls the number of files and their content. This is useful for large
simulations to reduce the file size of a single file. The following modes are available:
single: one single file per substation containing all charts
busbar & device & overview: separate files for busbar/feeder, device and overview is
generated per substation
by item: a separate file per item and substation is generated, an item is a single busbar,
a single device and overview
Feeder settings allow to select the desired current versus time and as TRLPC. The device
settings allow to select the desired voltage, current and power related diagrams.
The chart types to generate for each substation may be selected using the checkboxes on the
right. The rows are hierarchical from project (blue row) via network (green row) to individual
substations.
The following chart types are available:
Feeder
I = f(t):
The feeder cable current versus time, one chart per busbar.
I = TRLPC:
The feeder cable current as Time-Rated Load Periods Curve (see chapter 6.16), one
chart per busbar.
Device:
U,I = f(t):
The voltage and current versus time for each device within the substation.
U,I = TRLPC:
The voltage and current as Time-Rated Load Periods Curve for each device within the
substation.
P = f(t):
The power versus time for each device within the substation.
P = TRLPC:
The power as Time-Rated Load Periods Curve for each device within the substation.
If any of the above device charts is selected, the device specific output such as energy
storage load or VLD statistics is generated.
Overview:
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Overview tables for RMS currents and losses of feeders and devices as well as device
specific overview tables.
Aggregation:
o Chart
Aggregated power of the selected substations. Additionally a VLD specific
statistic is generated.
o Overview
Aggregated Overview of the selected substations.
4.6.3.5 Magnetic Field

The Magnetic Field tool calculates the flux density (B-field) or field strength (H-field) at:
a specific location for a specific time step as a single image or
maximum value over the defined time period or
the average values (arithmetic mean) over a time period as a single image or
as a movie over a time period.
The Magnetic Field page represents on the left a tree structure including project, network and
line. At line a chart definition has to be added by selecting a line and choose Add chart
definition from the context menu. At the chart definition one or many locations are created
by selecting a chart definition and choose Add chart location and time.
Figure 99 Creating chart definition and location for Magnetic Field.
Figure 100 Magnetic field chart definition details.
The chart definition specifies general settings of the diagram:

Name: a text to distinguish multiple chart definitions, its not displayed at the generated
diagram,
Style: diagram styles are available, see Figure 102 and Figure 103,
ISO: lines to mark particular values (can be changed in preset, see chapter 4.6.3.8)
shading: the colour varies constantly rather than in steps
Value Limit: only enabled in shading style and defines the maximum legend colour value,
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Colourmap: multiple colour schemata to display the field values,

Field Type:
B-Field: magnetic field flux density,
H-Field magnetic field strength,
Factor: a factor to multiply the calculated value, e.g. the timetable has first hour with
traffic and second hour without traffic only the first hour is simulated the average
shall be for two hours the factor is 0.5,
Grid [m]: the grid size in meters (smaller grid size generates a smoother and more
detailed image, but increases calculation time),
x/y min/max [m]: the image size in meter.
Figure 101 Magnetic Field location definition.
The location and time definition specifies details of the diagram by:
Designation: if empty, the designation from the General page is used at the diagram,
Position between slices [km]: defines the chainage used for the diagram, its always in
the middle between two slices,
Time Start/End: the time window,
Iamge settings as:
o Mean Values: if ticked generates the diagram of mean values for the defined
time window,
o Max Values: if ticked generates a diagram of the maximum values for the
defined time window,
o Images per Timestep: if ticked generates diagrams for each simulation time
step for the defined time window,
o File Format:
PDF: if ticked generates pdf-Files
EMF: if ticked generates emf-Files
Video: if ticked creates a video for the defined time window.
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The lower part of the location and time definition is only for information but has no influence on
the generated diagram.
Generated diagrams consist of two plots. The upper plot is the field and the lower plot indicates
the measuring point and engines within the selected line. The lower plot is shown by default
but can be turned off in the AnalysisPreset-File, see chapter 4.6.3.8 for details.
Figure 102 Example preview image of the flux density using "shading" style and color map jet.
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Figure 103 Example preview image of the flux density using "iso" style.
4.6.3.6 Currents
At the Currents page the charts for conductor currents are defined. The charts are defined per
location. A location is added as shown in Figure 104.
Figure 104 Add a chart location at Currents page.
The chart location defines the position, chart type and selected conductors. The conductor
selection is supported by type specific selection via buttons above the table.
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Figure 105 The Currents page selection details.
Available chart types are:

I = f(t): currents versus time, see Figure 106,
I,I_sum = f(t): current and current total versus time,
I_sum = f(t): current total versus time,
I = TRLPC: current as Time-Rated Load Periods Curve (see chapter 6.16, Figure 107),
I,I_sum = TRLPC: current and current total as Time-Rated Load Periods Curve,
I_sum = TRLPC: current total as Time-Rated Load Periods Curve.
Current total is grouped by conductor type:
OCS: ContactWire, MessengerWire, Feeder,
Rails: Rails, ReturnFeeder,
other: all other conductor types.
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Conductor Current, Tutorial AC & DC Networks

Line A, km 6+125, 01:00:00 - 01:48:57
1,000
900
800
700
Current [A]
600
500
400
300
200
100
0
01:00:00
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|I_1_CW|
|I_1_LF|
|I_1_MW|
Figure 106 Example output of the conductor currents versus time.

Conductor Current Load, Tutorial AC & DC Networks
Line A, km 6+125, 01:00:00 - 01:48:57
1,000
900
800
700
Current [A]
600
500
400
300
200
100
10
100
1,000
10,000
Duration [s]
I_1_CW_max_rms
I_1_LF_max_rms
I_1_MW_max_rms
Figure 107 Example output of the conductor currents as Time-Rated Load Periods Curve.
4.6.3.7 Voltages
At the Voltages page the voltage charts at a specific location are defined. A location is added
in the same way as at the Currents page, see Figure 104.
The chart location defines the position, chart type and selected conductors. The conductor
selection is supported by type specific selection via buttons above the table.
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Figure 108 The Voltages selection details.
The voltage is calculated between a reference conductor ( 0 ) and a selected conductor ( x ).

Available chart types are:
U = f(t): voltage versus time, see Figure 109
U = TRLPC_min: minimum voltage as Time-Rated Load Periods Curve (see chapter
6.16, see Figure 110)
U = TRLPC_max: maximum voltage as Time-Rated Load Periods Curve
Conductor Voltage, Tutorial AC & DC Networks
Line A, km 10+000, 01:00:00 - 01:48:57
75.0
67.5
60.0
52.5
Voltage [V]
45.0
37.5
30.0
22.5
15.0
7.5
0.0
01:00:00
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|U_2_RL-1_E|
Figure 109 Example output of the touch voltage versus time.
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Conductor Voltage TRLPC, Tutorial AC & DC Networks

Line A, km 10+000, 01:00:00 - 01:48:57
75.0
67.5
60.0
52.5
Voltage [V]
45.0
37.5
30.0
22.5
15.0
7.5
0.0
10
100
1,000
10,000
Duration [s]
U_2_RL-1_E_max_rms
Figure 110 Example output of the touch voltage as Time-Rated Load Periods Curve.
4.6.3.8 Vehicles
The generation of vehicle output is based on the combination of corridor definitions (see
chapter 4.6.3.1), chart type definitions for all engines as well as single engines and overview
types. The individual types and selection is shown in a tree structure on the left side where the
right side of the editor is used to show details.
The steps to define the vehicle output are:
Define corridor (see chapter 4.6.3.1),
Define chart type or all engines and/or single engine,
Define overview type and
Define the Vehicle & Corridor Selection.
The chart and overview types are predefined at the preferences, see chapter 4.3.2 on page
34. Self-defined chart type sets can be added to preferences, so they are available across
multiple simulations. A new set of chart types has to be defined (Figure 111) or a predefined
type has to be added (Figure 112) or a self-defined type has to be added (Figure 113).
Figure 111 Selection Editor, Vehicles page, add empty All Engines chart type set.
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Figure 112 Selection Editor, Vehicles page, add predefined All Engines chart type set.
Figure 113 Selection Editor, Vehicles page, add "self defined" All Engines chart type set.
Chart Types:
After adding a new set of chart types a new element is shown at the tree. After selecting this
element, a table is shown at the right side of the editor, see Figure 114.
Figure 114 Selection Editor, Vehicles page, an empty chart type definition.
The table is grouped into five main categories, the x-axis, the first and second primary y-axis
and the first and second secondary y-axis. The x-axis is the horizontal axis, the primary y-axis
is on the left sided and the secondary y-axis on the right side of the diagram. Each y-axis may
have up to two value types.
The x-axis has to be fined in any case by at least selecting the value. At least one of the y-axis
has to be defined.
x-axis:
Value:
the value of the x-axis, e.g. v (speed), U (voltage), TRLPC
Infra:
the infrastructure elements to be shown at the diagram
H-Lines:
whether to show horizontal lines, defined at the AnalysisPreset-File or not.
y-axis:
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Value:
the value of the y-axis, e.g. v (speed), (efficiency), (ratio)
Item:
the item to be shown, e.g. Panto, the availability depends on the Value selection
Average:
the type of average calculation, e.g. |x|, |x| (|x| with sign), the availability depends on
the Value selection

:
the minimum () or maximum () of Value, the availability depends on the Value
selection
The example chart type set, see Figure 115, defines only one chat type of absolute (1)
Pantograph (2) voltage (3) at primary y-axis (4) versus position (5) and shows horizontal lines
(6) as well as infrastructure items (7).
Figure 115 Selection Editor, Vehicles page, chart type example.
Once a chart type set is defined the Vehicle & Corridor Selection has to be done. A new
Selection has to be added by right clicking on Vehicle & Corridor Selection. Each
selection, see Figure 116, should get a name (1), this name is part of the generated diagram
title. A corridor has to be selected (2) and at least one chart type (3) or overview type (4). In
editing mode online a table is showing the selected courses (5). The selected courses
depend on the simulation, analysis time window, selected corridor and course filter (6). The
Course filter may define multiple filter as regular expressions which are applied one after
the other to the course ID.
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Figure 116 Selection Editor, Vehicles page, Selection example.
From the example definition in Figure 115 and Figure 116 the diagram in Figure 117 is
generated.
Figure 117 Selection Editor, Vehicles page diagram example all engines U=f(position). The red numbers indicate
the settings of the chart type and the blue numbers the settings of the selection. At the top edge of the chart is the
line name indicated as solid tick line.
The same procedure applies for single engine chart types. The available chart settings differ
slightly between all engines chart types and single engine chart types. See the example result
in Figure 118 for a single engine.
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Vehicle U = f(s), Tutorial AC & DC Networks

AC, Course ABCl_01, Engine 1/1, 01:24:41 - 01:48:56
A/1
85+400
TSS_45
10+257
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
0.507
Station C
17,500
10.507
20.507
30.507
40.507
50.507
60.507
70.507
Corridor Position [km]

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 118 Selection Editor, Vehicles page diagram example single engine U=f(position).
Overview Types:
Similar to the definition of chart types the overview types need to be defined or copied from
the preferences into the Selection-File. A table on the right side of the editor defines the detail
of the overview, see Figure 119.
Figure 119 Selection Editor, Vehicles page, overview type example.
Each row defines an item of the overview. Depending on the selection cells are enabled or not.
The meaning of the columns is as follow:
Value:
the value to be calculated, e.g. t (time), E (energy)
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:
the minimum () or maximum () of Value, the availability depends on the Value
selection
Item:
the Value of the selected Item should be calculated, the availability depends on the
Value selection
Subscript:
is optional and replaces the standard subscript by the specified value
Time base:
the time base to calculate the average
o 1.0s:
The instantaneous value with the simulation time step as the time base.
o :
The average of the whole analysis time window as the time base.
o Values [s]:
The average of the duration defined in seconds, which has to be larger than the
simulation time step.
Average:
The algorithm to be used to calculate the average.
o of |x|: The mean average of the absolute values.
o rms of |x|: The rms average of the absolute values.
Limit:
a limit applicable to an Item, the availability depends on the Value and Item selection
Vehicles Overview, Tutorial Regenerative Brake, maxPower, maxEffort

A-C, Aggregation Course, 01:00:00 - 01:48:54
Course
Total
Maximum
Minimum
ABCl_01
CBAl_01
Formation Engines
Train long
Train long
2
1
1
1
1
TKT
tkm
60,378
30,191
30,188
30,188
30,191
t
tU<Umin1 Espec
Econ Embr_ach Embr_req
hh:mm:ss
s
Wh/tkm kWh
kWh
kWh
01:22:48
74
4,645
271
314
00:48:53
0
76
2,388
138
159
00:33:55
0
71
2,257
133
155
00:48:53
0
76
2,388
133
155
00:33:55
0
71
2,257
138
159
EAUX
kWh
718
424
294
424
294
Eloss
Umu
|UPanto |2min
kWh
V
V
423.8 27,029
212.2 26,977
26,743
211.6 26,907
26,695
211.6 26,977
26,695
212.2 26,907
26,743
Figure 120 Example overview table.
4.6.3.9 AnalysisPresets-File
The XML based AnalysisPresets-File contains the definitions of the chart types. A
customisable example file is available for download via GUI at Help > Help Contents >
OpenPowerNet Analysis User Guide > AnalysisPresets.xml. The corresponding
XML schema documentation can be found at Help > Help Contents > OpenPowerNet
Analysis User Guide > AnalysisPresets-Schema.
The built-in default preset file will be used if no alternative is defined, see Figure 22. The preset
file may be modified by the user to adapt the layout as desired. In case the user wants to use
his own file he needs to set the property Preset file at the analysis setup (see chapter 4.3.2
on page 34).
By default the diagrams versus time are spitted into 3 hour diagrams, this can be changed for
individual diagrams at xAxis element attribute valueMax.
The file enables the user to modify properties of the following items:
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ChartTypes: chart layout (e.g. min/max axis values, curve colour/weight/style, etc.),
TableTypes: layout of tables,
ImageTypes: layout of magnetic field images
Strings: Translation strings like substation, transformer etc.
Settings: General settings for Excel etc.
Figure 121 shows the main elements of the file.
Figure 121 The AnalysisPresets-File schema main elements.
The ChartType is defined per system, e.g. 25kV 50Hz, including the title and scaling of x-axis,
y-axis, secondary y-axis and horizontal lines. Furthermore the chart type preset includes the
definition of the items, e.g. chart series or infeed and station markers. Shared properties, which
are equal for all systems, may be defined under element Common.
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Figure 122 Elements of ChartType definition.
The XML snippet below shows an example defining the U_Panto = f(s) chart type for the 25kV
50Hz power supply system as seen in Figure 123.
<ChartType name="U_Panto = f(s)" title="Pantograph Voltage">
<Common>
<xAxis variable="Position" unit="km" title="Position" logarithmic="false"
numberFormat="0+000"/>
<yAxis variable="Voltage" unit="V" title="Voltage" logarithmic="false"/>
</Common>
<System supply="AC 25kV 50Hz">
<yAxis scaleMin="16000" scaleMax="31000" scaleStep="1500" autoScale="false"/>
<hLine title="U_nom" yValue="25000" style="lineDash" weight="1" transparency="0.4"
legend="true" label="false"> The definition of the horizontal lines of the nominal voltage.
<Color name="dark_green"/>
</hLine>
<hLine title="U_tol (EN 50163)" yValue="17500" style="lineDash" weight="1"
transparency="0.4" legend="true" label="false"> The definition of one of the tolerances
defined in EN 50163.
<Color name="red"/>
</hLine>
transparency="0.4" legend="false" label="false"> The definition of another tolerance defined
in EN 50163, note the attribute legend is false to prevent duplicate entry for U_tol (EN
50163).
<Color name="red"/>
</hLine>
transparency="0.4" legend="false" label="false">
<Color name="red"/>
</hLine>
transparency="0.4" legend="false" label="false">
<Color name="red"/>
</hLine>
</System>
<Item name="U_Panto" title="U%_lineID%%_trackID%_Panto" style="line" weight="1"
legend="true" label="false"> The curve representing the pantograph voltage, e.g. minimum,
maximum or average.
<Color name="blue"/>
<Color name="dark_blue"/>
</Item>
<Item name="U_Conductor" title="U%_lineID%%_trackID%%_itemID%" style="line" weight="1"
legend="true" label="false"> The curve representing the conductor voltage, e.g. minimum,
maximum or average.
<Color name="red"/>
<Color name="dark_red"/>
</Item>
<ItemRef name="ChainageItems"/> An isolator, switch and station markers.
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<ItemRef name="ChainageInfeed"/> The infeed at substation position.

</ChartType>
Pantograph Voltage (min), Tutorial AC Network, default
Line A, km 0+000 to 85+400, 01:00:00 - 01:48:54
TSS_80
TSS_5
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
0+000
10+000
Station C
Station B
17,500
Station A
19,000
20+000
30+000
40+000
50+000
60+000
70+000
80+000
Position [km]
|U_1_CW|
|U_1_Panto|
|U_2_CW|
|U_2_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 123 Example output for chart type U_Panto = f(s) as defined in the XML snippet above.
Figure 124 The elements of the ImageType definition.
The following XML snippet defined the chart in Figure 102 at page 103.
<MagneticField>
<ImageType name="B_shading = f(t)" title="Magnetic Flux Density, %_designation%"
titleFontSize="12" fontSize="10" subtitle="Line %_lineID%, km %_position%, %_time%"
style="normal" labelFontSize="6" label="%_complexCurrent%">
<xAxis variable="Width" unit="m" title="Lateral Distance" logarithmic="false"
numberFormat="0" scaleMin="-15" scaleMax="15" gridMajor="true" gridMinor="false"/>
<yAxis variable="Height" unit="m" title="Height" logarithmic="false" numberFormat="0"
scaleMin="-2" scaleMax="13" gridMajor="true" gridMinor="false"/>
<zAxis variable="MagneticFluxDensity" unit="T" title="B_rms" numberFormat="0"
scaleMin="0" scaleMax="200" scaleStep="0.1" autoScale="false"/>
<PageSetup paperSize="A4" orientation="landscape"/>
<Chart2 use="true">
<xAxis variable="Position" unit="km" title="Position" logarithmic="false"
numberFormat="0" gridMajor="true"/>
<yAxis variable="Current" unit="A" title="Current" logarithmic="false" numberFormat="0"
scaleMin="0" scaleMax="100" gridMajor="true"/>
<Item name="Measuring_Point" title="Measuring point" use="true" style="line" weight="3"
legend="true" label="false">
<Color name="blue"/>
</Item>
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<Item name="Engine_consuming" title="Consuming engine" use="true" style="line"

weight="2" legend="true" label="false">
<Color name="red"/>
<MarkerStyle name="^"/>
</Item>
<Item name="Engine_recovering" title="Recovering engine" use="true" style="line"
weight="2" legend="true" label="false">
<Color name="dark_green"/>
<MarkerStyle name="o"/>
</Item>
</Chart2>
</ImageType>
<MagneticField>
The definition of attributes:

title,
subtitle,
description,
remarks,
label and
emptyValueString.
may use the following place holders (where applicable) to customise the dynamic item titles:
%/_%,
%\n%,
%^%,
%_%,
%_BusbarMeasuringID%,
%_BusbarReferenceID%,
%_busbarType%,
%_complexCurrent%,
%_designation%,
%_DeviceID%,
%_itemID%,
%_lineID%,
%_maxCurrent%,
%_position%,
%_refItemID%,
%_refLineID%,
%_refTrackID%,
%_rmsCurrent%,
%_separator%,
%_subDeviceID%,
%_SubstationID%,
%_time%,
%_timeEnd%,
%_timeStart%,
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%_trackID%,
%_VLDID%,
%condType%,
%fctPrefix%,
%fctSuffix%,
%fctX%,
%fctY%,
%function%,
%limit%,
%Section%,
%time_s%,
%unit2%.
Depending on the context the place holders will be replaced with applicable values.
Note: If a place holder is defined but not suitable for the context the place holder will not be
replaced but appear in the generated chart. All suitable place holders are used in the default
preset file at the corresponding attributes. The user may take this as an example.
The preset file allows translation of some key words, e.g. Substation, Line, to a local language
or customer specific expression through an element string, see Figure 125 below.
Figure 125 The AnalysisPresets-File with highlighted String element to define key word translation.
The definition of decimal and thousands separator for the charts is done at the element Excel,
see Figure 126 below. The setting will be compared to the Excel setting at runtime. In case of
contradiction between the two settings a ERROR message will appear at the console
complaining about the mismatch. The desired printer name and paper size are also configured
at this element. In case of contradiction a warning will be displayed at runtime.
Figure 126 The AnalysisPresets-File with highlighted Excel element.
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Tutorials
5.0
General
These tutorials shall be understood as a step by step description how to use OpenPowerNet.
Its handling is shown by means of a simple operational and electrical infrastructure. Each
chapter starts with the configuration tasks to be done, continues with the simulation itself and
shows some example output from the analysis. Please refer to chapter 4.1 for the preferred
folder structure!
If you would like to skip creation of the configuration files or the simulation, please head to
OpenPowerNet User Guide > PDF-Documents to download them and the database
backup from the Help System as zip-files. Please read chapter 3.6 for the description of the
database import.
Another option is to use the default workspace. This workspace contains all the modelling files
from the tutorial.
To be able to use the Tutorials AC, 2AC and DC with the ACADEMIC license the slice distance
is 1km. This results in curves with steps instead of smooth curves compared to use 200m slice
distance. But in principle the results are the same with 200m and 1km slice distance.
To achieve a correct simulation result it is necessary to have sufficient information about the
railway, electrical network and engines. For a detailed list of required technical information
please see chapter 4.4.1. The following list is a minimum of necessary information to create
the configuration data.
OpenTrack:
Track layout (length, curves, gradients, points, crossings)
Timetable
Engine (effort-speed-diagram, weight, resistance formula values, auxiliary power)
Signalling system
OpenPowerNet:
Electrical network (layout, conductor and connector characteristic)

Power supply (transformer or rectifier data, feeder cable characteristic)
Switch (position and default state)
Engine (effort-speed-diagram or maximum power & maximum effort, efficiency, auxiliary
power)
As editor for the XML-Files the OpenPowerNet included XML editor is recommended, see
chapter 3.2. Any other text editor can be used as well but for convenience it should be an XMLEditor that can use an XML-Schema to evaluate the XML-File and gives editing support.
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AC Network Tutorial
In this tutorial we will create the models of a single line to learn how to set up a simple
OpenTrack and OpenPowerNet co-simulation. These models will also be the basis for most of
the other tutorials.
The line shall have three stations and a 25kV 50Hz AC power supply system with two
substations. We will have two kinds of trains and a very simple timetable with four courses.
Never the less we will have an interesting simulation with OpenPowerNet and we will compare
the normal operation with a failure scenario.
5.1.1 Configuration
5.1.1.1 OpenTrack
The first step in OpenTrack is to create a new set of preferences. To do so first save the set
with a new name and then set the path and file names, see Figure 127 for details.
Figure 127 OpenTrack preferences
The next step is to create the track layout, signals, stations and power supply area.
The detailed track data is:
Start at km 0 with home signal
Station A at km 0+200
Exit signal at km 0+400
Gradient of 10 from km 1+400 to 2+400
Gradient of 0 from km 2+400 to 6+750
Gradient of -5 from km 6+750 to km 8+750
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Gradient of 0 from km 8+750 to the end of the line

Home signal at km 9+650
Turnout at km 9+750
Exit signals on both tracks at km 9+800
Station B at km 10+000 with two tracks
Exit signals on both tracks at km 10+200
Turnout at km 10+250
Home signal at km 10+350, set sight distance to 10000m to prevent braking of courses
while approaching the signal
Place vertexes every 10km to see the train moving during the animation
Exit signal at km 85+000
Station C at km 85+200
End of line and exit signal at km 85+400
Line speed is 75km/h from km 0+000 to 10+350 and 200km/h until km 84+400
Power supply area of AC 25kV 50 Hz
The line name is A and the track name is 1. Only the siding in Station B has the track name
2 but the same line name.
Group the station areas and create all routes, paths (e.g. P:A-B1-C for path from station A via
track 1 in station B to C) and itineraries (e.g. I:A-B1-C for itinerary from station A via track 1 in
station B to C). The courses shall run from Station A via track 2 in Station B to Station C and
from Station C via track 1 in Station B to Station A.
Figure 128 The OpenTrack infrastructure including tracks, signals, stations and power supply area.
After the infrastructure is built we need to define an engine and trains before we can configure
the courses and a timetable.
Engine data:
Name is Engine1
Max effort is 250kN
Max power is 5.56MW, => constant power is in the speed range from 80km/h with 250kN
to 250km/h with 80kN
Propulsion system is AC 25kV 50Hz
For further details see Figure 129
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Figure 129 The properties of engine "Engine1" in OpenTrack.
Now we can define trains. We will use two types of trains, a short and a long train. The short
train only has one trailer and the long train has 14 trailers with 20t load, 25 m length and 30kW
auxiliary power, see Figure 130.
Figure 130 The configuration data of train "Train short" in OpenTrack with one engine and one trailer.
As we now have trains we are able to define courses and their timetable. We will use four
courses, two from Station A to Station C and two from Station C to Station A.
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Course and timetable details:

course ABCl_011 from Station A to Station C via track 2 in Station B with 60s wait time,
departure is 01:00:00 in A and 01:09:00 in B, Train long
course ABCs_02 from Station A to Station C via track 2 in Station B with 60s wait time,
departure is 02:00:00 in A and 02:09:00 in B, Train short
course CBAl_01 from Station C to Station A via track 1 in Station B with 60s wait time,
departure is 01:00:00 in C and 01:25:00 in B, Train long
course CBAs_02 from Station C to Station A via track 1 in Station B with 60s wait time,
departure is 02:00:00 in C and 02:25:00 in B, Train short
To get the departure and arrival times run the simulation and adjust the planned to the actual
data. After you have done so the train diagram should look like Figure 131.
Figure 131 The train diagram for all four trains from Station A to Station C.
5.1.1.2 OpenPowerNet
As described before we need to set the properties in the GUI to configure the OpenPowerNet
server, for details see chapter 4.3.7. In our Tutorial we use the default properties and do not
need to change anything if your network address is 127.0.0.1 (localhost) otherwise you need
to adapt the property for the Server (Window > Preferences > OpenPowerNet >
Server > Host:).
The following chapters describe in detail the configuration of the *.opnengine file, Project-File
and the Switch-File. In this Tutorial we do not need to configure a TypeDefs-File.
Related to long (l) and short (s) version of trains
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5.1.1.2.1 *.opnengine File

First of all, we need to create the file Engine-File.opnengine, see chapter 4.4.5.1.
Now we need to configure the engine according to our needs and corresponding to OpenTrack,
see chapter 5.1.1.1. In addition to OpenTrack we need to configure the tractive and braking
efficiency as well as the engine auxiliary power.
First of all, the vehicle ID need to be set to Engine1, for this select the Vehicle node at the
tree on the left side of the editor. Then the other settings according to Figure 132 have to be
set, for this add a Propulsion node to Engine und select this node.
Figure 132 Tutorial AC Network, Engine configuration.
As we have a very simple model of the engine therefore only few settings are required.
5.1.1.2.2 Project-File
The Project-File of our example is a bit more complex as the *.opnengine file. As for any
Project-File we will configure the *.opnengine- and Switch-File used, the Engine model and the
electrical model.
At the beginning we will configure the general simulation data.
<OpenPowerNet
comment="This is a comment for a specific simulation."
odbcDsn="pscresults"
record2DB="true"
simulationStart_s="3600"
rstFile="Engine-File.opnengine">
Besides the name of the project and a comment set the allowed maximum iterations to 1000,
the allowed failed iterations to 100, so the simulation will not abort in case iterations for some
time steps fail. Time steps fail in case a network is overburden. As we want to write the
simulation data into the database we need to set a ODBC DSN. The recording of the simulation
results shall start with the first course at 01:00 therefore we set the simulation start time to
3600 seconds. Furthermore we need to set the *.opnengine file just configured in the previous
chapter.
The next step is to configure the engine model.
<ATM>
<Vehicles>
<Vehicle eddyCurrentBrake="false" engineID="Engine1">
<Propulsion
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supply="AC 25kV 50Hz"

engine="electric"
tractiveCurrentLimitation="none"
brakeCurrentLimitation="none"
useAuxPower="true"
fourQuadrantChopperPhi="none"
regenerativeBrake="none"
tractiveEffort="maxPower/maxTractEffort">
<MeanEfficiency/>
</Propulsion>
</Vehicle>
</Vehicles>
<Options tolerance_A="1" maxIterations="1000" record2DB="true"/>
</ATM>
Note the green data has to correspond to OpenTrack and *.opnengine file. Our engine will not
use eddy current brake, has no tractive or brake current limitation, uses auxiliary power, has
no model for power factor as attribute fourQuadrantChopperPhi is set to none. The
engine also has no regenerative bake and the tractive effort model is defined by maximum
power and maximum tractive effort. The efficiency of the engine shall be modelled as mean
efficiency. As we want to record data to the database set the simulation option for module
ATM. For the internal ATM iteration we need to define the maximum allowed current tolerance
between the iteration steps and a maximum number of allowed iterations.
After the definition of engines we will define the electrical network. The electrical network shall
have two substations. One is at km 5+00 and the other at km 80+000. Each substation has
one transformer, one feeder from busbar to the contact wire and one to the rails for the return
current. We will define a messenger wire, a contact wire and two rails for each track. The model
shall also contain the connectors between the messenger wire and contact wire as well as
between the rails. Furthermore we will define a conductor modelling the earth. The origin of
the cross section ordinates is defined in the middle of track 1 at a height of the rails.
Lets start to define the network model step by step. First the network parameter:
<Network
name="A-C"
use="true"
voltage_kV="25"
frequency_Hz="50"
recordVoltage="true"
recordCurrent="true">
We have to set a network name and to tell OpenPowerNet that we want to use this network in
the simulation. As we want to record voltages and currents we have to set the last two attributes
of the above XML snippet to true.
Next is to define a line, explanations are added as black bold text into the XML snippet:
<Lines>
<Line name="A" maxSliceDistance_km="1">
The line name has to correspond with our OpenTrack infrastructure and the maximum slice
distance shall be 1000m. While defining the electrical network consider the magnetic coupling
is always calculated only between conductors of the same line!
<Conductors>
Now conductors for track 1 follow.
<Conductor condSort="MessengerWire">
<StartPosition condName="MW" trackID="1" km="0"/> This conductor starts at km 0+000.
<ToProperty toPos_km="85.4" equivalentRadius_mm="3.45" r20_Ohm_km="0.2311"
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="0" y_m="6.9"/>
The end of the conductor is at the end of the track at km 85+400. The equivalent radius,
resistance at 20C and temperature coefficient shall be as defined. The messenger wire is
located in the middle of track 1 in a height of 6.9m.
</Conductor>
<Conductor condSort="ContactWire">
<StartPosition condName="CW" trackID="1" km="0"/>
Same as above except the height of the contact wire is set to 5.3m so we have a system height
of 1.6m.
</Conductor>
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<Conductor condSort="Rail">
<StartPosition condName="RL" trackID="1" km="0"/> The left rail.
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="-0.75" y_m="0"/>
Note the horizontal (x) position and the equivalent radius of the rail.
</Conductor>
<StartPosition condName="RR" trackID="1" km="0"/> The right rail.
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="0.75" y_m="0"/>
</Conductor>
Now conductors for track 2 follow.
<StartPosition condName="MW" trackID="2" km="9.750"/>
Note the start and end of the wire.
</Conductor>
<StartPosition condName="CW" trackID="2" km="9.750"/>
</Conductor>
<StartPosition condName="RL" trackID="2" km="9.750"/>
</Conductor>
<StartPosition condName="RR" trackID="2" km="9.750"/>
</Conductor>
<Conductor condSort="Earth">
The earth is modelled as a virtual conductor far away from the tracks along the whole line.
<StartPosition condName="E" trackID="1" km="0"/>
<ToProperty toPos_km="85.4" equivalentRadius_mm="465000" r20_Ohm_km="0.0494"
temperature_DegreeCentigrade="20" temperatureCoefficient="0" x_m="0" y_m="-465.0"/>
</Conductor>
</Conductors>
Now we define all the connectors of the slices.
<ConnectorSlices>
<ConnectorSlice name="rail connector, track 1" firstPos_km="0" lastPos_km="85.4"
maxDistance_km="1"> As the rails are connected we define a slice with connectors between both
rails of track 1 every 1000m along the whole track.
<Connector z_real_Ohm="0.00001" z_imag_Ohm="0">
<ConductorFrom condName="RL" trackID="1"/>
<ConductorTo condName="RR" trackID="1"/>
</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 2" firstPos_km="9.750" lastPos_km="10.250"
maxDistance_km="0.5"> And the same as above for track 2.
<ConductorTo condName="RR" trackID="2"/>
</Connector>
</ConnectorSlice>
</ConnectorSlices>
<Leakages>
Defines the connectors modelling the electrical connection between the messenger and
contact wire for track 1.
<Leakage firstPos_km="0" lastPos_km="85.4" yReal_S_km="1000" yImag_S_km="0">
<ConductorFrom trackID="1" condName="CW" />
<ConductorTo trackID="1" condName="MW" />
</Leakage>
Defines the same as above but for track 2.
<Leakage firstPos_km="9.750" lastPos_km="10.250" yReal_S_km="1000" yImag_S_km="0">
</Leakage>
Now we have to define the leakage of the rails to earth.
<Leakage firstPos_km="0" lastPos_km="85.4" yReal_S_km="0.4" yImag_S_km="0">
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<ConductorTo condName="E" trackID="1"/>

</Leakage>
<ConductorFrom condName="RR" trackID="1"/>
</Leakage>
<Leakage firstPos_km="9.750" lastPos_km="10.250" yReal_S_km="0.4" yImag_S_km="0">
</Leakage>
<ConductorFrom condName="RR" trackID="2"/>
</Leakage>
</Leakages>
</Line>
</Lines>
To model the electrical connection between the two tracks we have two ways to do so. First
we could define a slice or second we could define connectors between lines or the same line.
In our example we will use the second way. The electrical model will be the same. These are
just two different ways to define the same connectors.
The following XML snippet defines the electrical connection between track 1 and 2:
<Connectors>
The 4 connectors for messenger wire, contact wire and both rails at the BEGINNING of track 1
follow.
<Connector name="MW track 1-2, km 9+750" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="MW" lineID="A" trackID="1" km="9.750"/>
<ConductorTo condName="MW" lineID="A" trackID="2" km="9.750"/>
</Connector>
<Connector name="CW track 1-2, km 9+750" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="CW" lineID="A" trackID="1" km="9.750"/>
<ConductorTo condName="CW" lineID="A" trackID="2" km="9.750"/>
</Connector>
<Connector name="RL track 1-2, km 9+750" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="RL" lineID="A" trackID="1" km="9.750"/>
<ConductorTo condName="RL" lineID="A" trackID="2" km="9.750"/>
</Connector>
<Connector name="RR track 1-2, km 9+750" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="RR" lineID="A" trackID="1" km="9.750"/>
<ConductorTo condName="RR" lineID="A" trackID="2" km="9.750"/>
</Connector>
The 4 connectors for messenger wire, contact wire and both rails at the END of track 1
follow.
<ConductorFrom condName="MW" lineID="A" trackID="1" km="10.250"/>
<ConductorTo condName="MW" lineID="A" trackID="2" km="10.250"/>
</Connector>
<ConductorFrom condName="CW" lineID="A" trackID="1" km="10.250"/>
<ConductorTo condName="CW" lineID="A" trackID="2" km="10.250"/>
</Connector>
<ConductorFrom condName="RL" lineID="A" trackID="1" km="10.250"/>
<ConductorTo condName="RL" lineID="A" trackID="2" km="10.250"/>
</Connector>
<ConductorFrom condName="RR" lineID="A" trackID="1" km="10.250"/>
<ConductorTo condName="RR" lineID="A" trackID="2" km="10.250"/>
</Connector>
</Connectors>
Now we have already defined the electrical network along the line. In the next step we have to
define the substations, one at km 5+000 and one far away at km 80+000.
<Substations>
This is the substation at km 5+000.
<Substation name="TSS_05">
<TwoWindingTransformer The characteristic of the two winding transformer shall be as
defined by the attributes.
name="T1"
nomPower_MVA="10"
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nomPrimaryVoltage_kV="115"
nomSecondaryVoltage_kV="27.5" This is in fact the no load voltage at the busbar.
noLoadLosses_kW="6.5"
loadLosses_kW="230"
relativeShortCircuitVoltage_percent="10.7"
noLoadCurrent_A="0.06">
<OCSBB bbName="OCS_BB" z_real_Ohm="0.001" z_imag_Ohm="0"> The connection from the
transformer to the OSC busbar is defined with this element.
<Switch name="TSS_05_T1_OCS" defaultState="close"/> This connection shall have a
switch to enable us to disconnect the transformer during the failure scenario.
</OCSBB>
<RailsBB bbName="Rails_BB" z_real_Ohm="0.001" z_imag_Ohm="0"> The connection to the rail
busbar including switch.
<Switch name="TSS_05_T1_Rails" defaultState="close"/>
</RailsBB>
</TwoWindingTransformer>
Below is the definition of the busbars and the feeder cables from the busbars to the line.
<Busbars>
<OCSBB bbName="OCS_BB">
<Connector name="TSS_05_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="CW" lineID="A" trackID="1" km="5"/>
</Connector>
</OCSBB>
<RailsBB bbName="Rails_BB">
<Connector name="TSS_05_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="RR" lineID="A" trackID="1" km="5"/>
</Connector>
</RailsBB>
</Busbars>
</Substation>
Below is the substation at km 80+000 same as the one at km 5+000.
<TwoWindingTransformer name="T1" nomPower_MVA="10" nomPrimaryVoltage_kV="115"
nomSecondaryVoltage_kV="27.5" noLoadLosses_kW="6.5" loadLosses_kW="230"
relativeShortCircuitVoltage_percent="10.7" noLoadCurrent_A="0.06">
<OCSBB bbName="OCS_BB" z_real_Ohm="0.001" z_imag_Ohm="0">
<Switch name="TSS_80_T1_OCS" defaultState="close"/>
</OCSBB>
<RailsBB bbName="Rails_BB" z_real_Ohm="0.001" z_imag_Ohm="0">
</RailsBB>
<Busbars>
</Connector>
</OCSBB>
</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
Now only two things are left before we have completed the Project-File. One is to define the
earthing point respectively ground respectively reference point and the other is to set some
options for the PSC.
The definition of the earthing point is very simple:
<Earth condName="E" lineID="A" trackID="1" km="0"/>
And the options for module PSC are as well very simple:
<Options
tolerance_grad="0.001" The maximum allowed tolerance of the engine current angle between the
iteration inside the PSC.
maxCurrentAngleIteration="1000" The maximum allowed iteration to achieve the value specified
above.
tolerance_V="1" The maximum allowed tolerance of the node voltage between the iteration of ATM
and PSC.
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tolerance_A="1" The maximum allowed tolerance of the source currents between the iteration of
ATM and PSC.
maxIncreaseCount="10000" The maximum allowed number of increasing voltage tolerance between ATM
and PSC iteration steps.
discreteEngine="true"/> The engine should be inserted at the slices and the current shall not
be distributed to both neighbouring slices.
Now we have done the configuration of the Project-File. To check for failures and to visualise
what we have done we will use the PSC Viewer, see chapter 3.3. The PSC Viewer creates a
graphical representation of the electrical network using nodes, conductors, connectors and
substations. A diagram snippet is shown in Figure 133.
Figure 133 A snippet of the electrical network at Station B with siding in the PSC Viewer diagram.
5.1.1.2.3 Switch-File
As we later also want to simulate a failure scenario besides the default configuration we have
to prepare a Switch-File. This file enables us to disconnect a transformer at a specific time by
opening the switches between the transformer and the busbar.
For this example we define to disconnect the transformer in substation at km 80+000 from
01:05:00 until 01:22:00.
<?xml version="1.0" encoding="UTF-8"?>
<ADE xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance"
xsi:noNamespaceSchemaLocation="http://www.openpowernet.de/schemas/ADE.xsd">
<TPD>
<SwitchSetting>
<Switch state="open" time="01:05:00" name="TSS_80_T1_OCS"/>
<Switch state="open" time="01:05:00" name="TSS_80_T1_Rails"/>
<Switch state="close" time="01:22:00" name="TSS_80_T1_OCS"/>
<Switch state="close" time="01:22:00" name="TSS_80_T1_Rails"/>
</SwitchSetting>
</TPD>
</ADE>
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5.1.2 Simulation
For the simulation it is advised to backup the database in case you want to keep old simulation
data and then to create a new empty database via the GUI, just select create new
database from the OpenPowerNet menu.
Next is to start the OpenPowerNet modules via the GUI. Select the Project-File and then
Start OpenPowerNet from the context menu, see Figure 134.
Figure 134 Start OpenPowerNet by selecting the Project-File and using the context menu.
When using the GUI Simulation Perspective should be used to run the simulation as
the views are arranged in a comfortable layout to start and observe the simulation run. All
views may be re-arranged as needed. To restore the default arrangement, simply right-click
on the perspective
button, found at the top right corner of the GUI and select Reset.
For the default configuration we run the simulation using the files as described above. Start
the server via the GUI, make sure the option to use OpenPowerNet is set in OpenTrack and
start the simulation with courses ABCl_01 and CBAl_01.
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Figure 135 OpenTrack simulation panel settings.
Note: When not using the FULL license set the time step in OpenTrack to 4 seconds.
5.1.3 Analysis
5.1.3.1 Default configuration
We will define a Selection-File to generate some diagrams. These diagrams shall be defined
at page:
General: see Figure 136,
Lines:
o U_Panto: see Figure 137,
Substations: see Figure 138,
Corridors: see Figure 139 and
Vehicles: see Figure 140 to Figure 142.
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Figure 136 AC Network Tutorial, Analysis, General page settings.
Figure 137 AC Network Tutorial, Analysis, Lines page settings.
Figure 138 AC Network Tutorial, Analysis, Substations page settings.
Figure 139 AC Network Tutorial, Analysis, Corridors page settings.
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Figure 140 AC Network Tutorial, Analysis, Vehicles page settings, all Engines chart type.
Figure 141 AC Network Tutorial, Analysis, Vehicles page settings, single Engines chart type.
Figure 142 AC Network Tutorial, Analysis, Vehicles page settings, selection.
After setting all options as seen at the figures above start the analysis at the general page.
You can find the generated files at the automatically created linked folder parallel to the
Selection-File, see Figure 143.
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Figure 143 AC Network Tutorial, Analysis output file structure.
At the file Corridors/1_A_C/AllEngines.xlsx you can see the line voltage and pantograph
current versus the time in Figure 144. We see the no load voltage is 27.5kV and the minimum
line voltage at pantograph position is about 26.4kV at 01:26:00. Furthermore we see the
pantograph current does not exceed 250A.
31,000
275.0
29,500
247.5
28,000
220.0
26,500
192.5
25,000
165.0
23,500
137.5
22,000
110.0
20,500
82.5
19,000
55.0
17,500
27.5
16,000
01:00:00
Current [A]
Voltage [V]
Vehicle U,I = f(t), Tutorial AC Network, default

A-C, Aggregation Engine, 01:00:00 - 01:48:54
0.0
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|U_Panto|
U_nom
U_tol (EN 50163)
I_Panto
Figure 144 The line voltage and pantograph current versus time for all courses.
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To see the location of the minimum line voltage at pantograph position we use the diagram in
sheet 2|U_pos, see Figure 145. This diagram shows the minimum voltages at km 12+500 and
also very well the location of substation TSS_80 by the local voltage maxima at km 80+000.
Vehicle U = f(s), Tutorial AC Network, default
85+400
TSS_80
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
0.000
Station C
Station B
Station A
17,500
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 145 The line voltage at pantograph versus position for all courses.
The file Corridors/1_A_C/Course_ABCl_01.xlsx provides diagrams of the the effort and power
versus the position. As an example we will use the course ABCl_01 and sheet 1|F_pos, see
Figure 146.
Vehicle F = f(s), Tutorial AC Network, default
TSS_80
A/1
85+400
9+746
10+246
A/2
9+767
10+254
A/1
TSS_05
0+400
375
300
225
Tractive Effort [kN]
150
75
-75
-150
-375
0.400
10.400
Station C
-300
Station B
-225
20.400
30.400
40.400
50.400
60.400
70.400
80.400

F_requested
F_achieved
Infeed
Figure 146 The requested and achieved effort of course ABCl_01 for the default configuration.
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The achieved effort corresponds to the requested effort for positive effort requests. The
achieved effort while braking is 0.0kN because our engine model has no recovery braking. We
also see the changes in effort requests caused be the varying gradients. From km 1+400 to
km 2+400 the gradient is 10 which causes a raising effort and from km 6+750 to km 8+750
we have the adverse effect for a gradient of -5.
Furthermore we may have a look at the mechanical and electrical power of the course ABCl_01
at sheet 2|P_pos.
Vehicle P = f(t), Tutorial AC Network, default
85+400
A/1
10+246
10+254
A/2
TSS_80
9+746
9+767
A/1
TSS_05
0+400
10,000
8,000
6,000
Active Power [kW]
4,000
2,000
-2,000
-4,000
-6,000
-10,000
01:00:01
01:05:01
Station C
Station B
-8,000
01:10:01
01:15:01
01:20:01
01:25:01
01:30:01
01:35:01
01:40:01
01:45:01
Time
P_Panto
P_mech
Infeed
Figure 147 The mechanical and electrical power of the course ABCl_01.
In this diagram the effect of the gradients can be seen again between 01:01:00 and 01:07:00.
The course is waiting for about 15min in Station B. We can see this in the diagram where the
mechanical power is 0kN respectively the engine is at A/2. At this time we have only the
auxiliary power demand of 520kW.
Besides the courses the substations are very interesting to analyse. For this we use file
Networks/Substations/001_TSS_05.xlsx. At sheet D1_U_I_Dev_t we can see Figure 148.
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31,000
400
29,500
360
28,000
320
26,500
280
25,000
240
23,500
200
22,000
160
20,500
120
19,000
80
17,500
40
16,000
01:00:00
Current [A]
Voltage [V]
Busbar Voltage and Current, Tutorial AC Network, default

Substation TSS_05, Two Winding Transformer T1, 01:00:00 - 01:48:54
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|U_OCS-Rails|
U_OCS-Rails_0
U_nom
U_tol (EN 50163)
|I_OCS|
Figure 148 The voltage between OCS and Rails busbar and he current from transformer T1 to the OCS busbar at
TSS_05.
In this diagram we see the voltage between the OCS and Rails busbar. We see very well the
no load voltage of 27.5kV and voltage drops to about 26.58kV. This is still above the nominal
voltage of 25kV. Furthermore we see that the current does not exceed 400A.
12,500
11,250
11,250
10,000
10,000
8,750
8,750
7,500
7,500
6,250
6,250
5,000
5,000
3,750
3,750
2,500
2,500
1,250
1,250
0
01:00:00
Reactive Power [kvar]
Apparent Power [kVA]

Active Power [kW]
Busbar Power, Tutorial AC Network, default

-1,250
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|S|
Figure 149 Power demand of the transformer in substation TSS_05.
This diagram in sheet D1_P_Dev_t shows the power of transformer T1 in substation TSS_05
at km 5+000.
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The energy overview file at Networks/A-C/Energy/Energy-overview.xlsx, see Figure 150,

shows clearly there is no recovery as the "energy from catenary system to traction power
supplies" is 0kWh.
Energy Overview, Tutorial AC Network, default
Network A-C, 01:00:00 - 01:48:54
Total energy at traction power supplies

Energy from traction power supplies to catenary system
Energy from catenary system to traction power supplies
Losses in traction power supplies
Total energy at national power grid
4,738 kWh
4,738 kWh
0 kWh
40 kWh
4,777 kWh
Total energy at vehicle pantographs

Energy from catenary system to vehicle pantographs
Energy from vehicle pantographs to catenary system
4,684 kWh
4,684 kWh
0 kWh
Total losses in catenary system

Losses in substation feeder cables
Losses in ContactWire
Losses in MessengerWire
Losses in Rail
Losses in Earth
Losses in connectors
53 kWh
0 kWh
22 kWh
23 kWh
3 kWh
3 kWh
2 kWh
Figure 150 Energy overview.
5.1.3.2 Short circuit

To analyse an electrical network it is interesting to calculate the short circuit currents. This is
done in OpenPowerNet with a special engine model. To evaluate the results we will use the
Excel-Files ShortCircuitFeeder.xlsx (OpenPowerNet > Excel Tools > Short Circuit
Current
by
Station
Feeder,
I=f(s)) and ShortCircuit2Feeders.xlsx
(OpenPowerNet > Excel Tools > Short Circuit Current by two Station
Feeders, I=f(s)).
Figure 151 Short circuit course configuration in OpenTrack.
In the OpenPowerNet Project-File we need to add a new attribute to the engine.
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<Propulsion
engine="electric"
constantVoltage_V="0" The new attribute to simulate short circuits. Other attributes will be
ignored by OpenPowerNet.
useAuxPower="true"
<MeanEfficiency/>
</Propulsion>
</Vehicle>
For the short circuit simulation we want the short circuit current at the substation for the
protection settings. In this tutorial we use only TSS_05 and power off TSS_80 by opening the
switches at transformer T1 in TSS_80. We only need to change the default state for the
switches TSS_80_T1_OCS and TSS_80_T1_Rails from close to open.
After we have done all the amendments in the Project-File for the short circuit simulation we
run again the simulation only with course short circuit.
Figure 152 The short circuit current of substation TSS_05 at km 5+000 versus location. The red circle marks the
Station B with siding.
From the diagram above (Excel tool: Short Circuit Current by Station Feeder, I=f(s)) we can
see the minimum short circuit current between contact wire and rails of substation TSS_05 is
about 670A compared to a maximum engine current of 250A from the default scenario, see
Figure 144.
To check the minimum short circuit current we do the same simulation as before but with both
substations using Excel tool: Short Circuit Current by two Station Feeders, I=f(s). Therefore
we need to set the default state for the switches TSS_80_T1_OCS and TSS_80_T1_Rails to
close and run the simulation again. The minimum current is about 2300A, see Figure 153.
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I = f(s)
4.500
4.000
3.500
3.000
I [kA]
2.500
2.000
1.500
1.000
0.500
0.000
0+000
10+000
20+000
30+000
40+000
50+000
60+000
70+000
80+000
90+000
s [km]
I_connector_1 [kA]
I_connector_2 [kA]
I_total [kA]
I_engine [kA]
Figure 153 The short circuit current with both substations.
5.1.3.3 Constant current

To check the pantograph voltage in a network we want to draw a constant current along the
whole line. This can be done easily by OpenPowerNet. Just add one course in OpenTrack,
e.g. with name constant current, use the itinerary from Station A via track 1 in Station B to
Station C and add a timetable. As we have seen in the previous simulation the minimum short
circuit current is about 2300A so we will use a lower current of 2000A for this simulation.
Otherwise the network is overburden.
Then add one attribute to the Project-File:
<Propulsion
engine="electric"
constantCurrent_A="2000" This is the new attribute. Other attributes will be ignored by
OpenPowerNet.
useAuxPower="true"
<MeanEfficiency/>
</Propulsion>
</Vehicle>
and set a proper comment in the Project-File to identify this simulation while analysing the
data.
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Figure 154 Selection of the single engine chart type definition, note the deselected H-Line.
Figure 155 The voltage and current along the line for the constant current of 2000A. The red circle is the Station B
with siding. Therefore the voltage drop in this station is less compared to the open line between the stations with
only one track.
The current is of course constant current and has the value specified in the Project-File. The
voltage is calculated according to the electrical network.
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5.1.3.4 Failure scenario

As described in chapter 5.1.1.2.3 we want to disconnect the transformer in TSS_80 from
01:05:00 to 01:22:00 and have a power supply during that time only from TSS_05.
In OpenTrack we will use courses ABCl_01 and CBAl_01 from the default configuration. For
OpenPowerNet we need to adapt the project file slightly. We only need to specify the SwitchFile and to give the simulation a proper comment, see XML snippet below.
<OpenPowerNet xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance"
comment="failure scenario" This is a comment for the failure scenario.
record2DB="true"
rstFile="Engine.opnengine"
switchStateFile="Switch-File.xml" The added Switch-File.
simulationStart_s="3600">
Do not forget to change the constant current engine in the Project-File back to the default
configuration!
After the simulation has finished we should check substation TSS_80 feeder current as well
as panto voltage and current of course ABCl_01 versus position. See Figure 156 for the
selection of the course related charts.
Figure 156 The settings of the single engine chart definition.
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12,500
11,250
11,250
10,000
10,000
8,750
8,750
7,500
7,500
6,250
6,250
5,000
5,000
3,750
3,750
2,500
2,500
1,250
1,250
0
01:00:00

Active Power [kW]
Busbar Power, Tutorial AC Network, failure scenario

-1,250
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|S|
7,500
6,750
6,750
6,000
6,000
5,250
5,250
4,500
4,500
3,750
3,750
3,000
3,000
2,250
2,250
1,500
1,500
750
750
0
01:00:00

Active Power [kW]
Busbar Power, Tutorial AC Network, failure scenario

-750
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|S|
Figure 157 The diagram compares the power supplies of the transformer in TSS_80 between the default
configuration (top) and the failure scenario (bottom).
In the diagram above we can see that the transformer in TSS_80 had been switched off from
01:05:00 to 01:22:00 as it was defined in the Switch-File.
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A-C, Course CBAl_01, Engine 1/1, 01:00:01 - 01:33:55
85+000
TSS_80
A/1
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
Station B
17,500
Station A
19,000
16,000
0.000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(s), Tutorial AC Network, failure scenario

85+000
TSS_80
A/1
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
0.000
Station B
17,500
Station A
19,000
10.000
20.000
30.000
40.000
50.000
60.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 158 This diagrams compare the line voltage for course CBAl_01 of the default configuration (top) and the
failure scenario (bottom) versus the location.
We can see very well the line voltage drop at the pantograph for the failure scenario.
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Vehicle I = f(s), Tutorial AC Network, default

85+000
TSS_80
A/1
TSS_05
0+000
275.0
247.5
220.0
192.5
Current [A]
165.0
137.5
110.0
82.5
Station A
27.5
Station B
55.0
0.0
0.000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000
70.000
80.000

I_Panto
Infeed
Vehicle I = f(s), Tutorial AC Network, failure scenario

85+000
TSS_80
A/1
TSS_05
0+000
275.0
247.5
220.0
192.5
Current [A]
165.0
137.5
110.0
82.5
0.0
0.000
Station B
27.5
Station A
55.0
10.000
20.000
30.000
40.000
50.000
60.000

I_Panto
Infeed
Figure 159 This diagrams compare the current for course CBAl_01 of the default configuration (top) and the failure
scenario (bottom) versus the location.
The diagram above shows the power off effect of substation TSS_80 for the current used by
course CBAl_01. As the course uses the same power in both simulations the current rises with
dropping line voltage.
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5.2
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AC Network with Booster Transformer Tutorial
In this tutorial we will learn how to model booster transformers. The basis shall be the model
from chapter 5.1.
5.2.1 Configuration
5.2.1.1 OpenTrack
We will use the same OpenTrack data as for the AC tutorial described in chapter 5.1.1.1.
The Project-File from the AC Network tutorial shall be the basis. The booster transformer
system will have two booster transformer and a return feeder. One booster shall be at 72+000
and the other at 76+000. The feeder shall be from 70+000 to TSS_80 and be connected to
rails at 70+000, 74+000 and 78+000.
At each booster transformer an isolator shall be added to MessengerWire, ContactWire and
ReturnFeeder. Remember the current sum of the conductors has to be 0 as a model constraint,
see chapter 4.4.2. Therefore parallel conductors to the isolators have to be added to the model,
these are named CW_BT and RF_BT in Figure 160.
Figure 160 The booster transformer modelling including necessary isolators and additional conductors.
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We will use the same engine as for AC Network tutorial and therefore we do not need to change
the *.opnengine file.
At the beginning we add the additional conductors. First the 1m long conductors parallel to the
contact /messenger wire as feeder.
<Conductor condSort="Feeder">
<StartPosition condName="CW_BT" trackID="1" km="72.000" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.00385" x_m="-1" y_m="5.3" />
</Conductor>
<StartPosition condName="CW_BT" trackID="1" km="76.000" />
</Conductor>
Second the return feeder and parallel conductors at isolator position.

<Conductor condSort="ReturnFeeder">
<StartPosition condName="RF" trackID="1" km="70.000" />
</Conductor>
<StartPosition condName="RF_BT" trackID="1" km="72.000" />
</Conductor>
<StartPosition condName="RF_BT" trackID="1" km="76.000" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004"
x_m="-4" y_m="6.1" />
</Conductor>
The return feeder has to be connected to the rails between the booster transformers and at
the beginning of the return feeder.
<ConnectorSlice name="bonging from return feeder to rail">
<ConductorFrom trackID="1" condName="RF" />
<ConductorTo trackID="1" condName="RL" />
</Connector>
<Position km="78.000" />
</ConnectorSlice>
Furthermore the additional conductors parallel to the isolators need to be connected.

<ConnectorSlice name="feeder connection from BT to CW; RF">
<ConductorFrom trackID="1" condName="CW_BT" />
<ConductorTo trackID="1" condName="CW" />
</Connector>
<ConductorFrom trackID="1" condName="RF_BT" />
<ConductorTo trackID="1" condName="RF" />
</Connector>
</ConnectorSlice>
The isolators have to be added as a child to element the Line.

<Isolators>
<ConductorIsolator>
<Position km="72" trackID="1" condName="CW" />
</ConductorIsolator>
<ConductorIsolator>
<Position km="72" trackID="1" condName="MW" />
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<ConductorIsolator>
<Position km="72" trackID="1"
<ConductorIsolator>
<ConductorIsolator>
<ConductorIsolator>
</Isolators>
User Manual
Issue 2016-09-30
condName="RF" />
condName="CW" />
condName="MW" />
condName="RF" />
We will add two substations, each with one booster transformer.

<Substation name="BT 72+000">
<Boostertransformer name="BT"
loadLosses_kW="2"
noLoadCurrent_A="7.0"
nomPower_MVA="0.158"
nomPrimaryVoltage_kV="0.316"
nomSecondaryVoltage_kV="0.316"
relativeShortCircuitVoltage_percent="11">
<Primary1BB bbName="CW-" z_real_Ohm="0.001" z_imag_Ohm="0.000" />
<Primary2BB bbName="CW+" z_real_Ohm="0.001" z_imag_Ohm="0.000" />
<Secondary1BB bbName="RF-" z_real_Ohm="0.001" z_imag_Ohm="0.000" />
<Secondary2BB bbName="RF+" z_real_Ohm="0.001" z_imag_Ohm="0.000" />
</Boostertransformer>
<Busbars>
<OCSBB bbName="CW+">
<Connector z_real_Ohm="0.001" z_imag_Ohm="0.001">
<Position km="72.000" trackID="1" condName="CW_BT" lineID="A" />
</Connector>
</OCSBB>
<OCSBB bbName="CW-">
<Position km="72.000" trackID="1" condName="CW" lineID="A" />
</Connector>
</OCSBB>
<RailsBB bbName="RF+">
<Position km="72.000" trackID="1" condName="RF_BT" lineID="A" />
</Connector>
</RailsBB>
<RailsBB bbName="RF-">
<Position km="72.000" trackID="1" condName="RF" lineID="A" />
</Connector>
</RailsBB>
</Busbars>
</Substation>
We copy the substation from above and change the chainage to 76+000.
As the last step we have to add an additional connector from the Rails Busbar at TSS_80 to
the return feeder.
<Connector name="TSS_80_ReturnFeader_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="RF" lineID="A" trackID="1" km="80" />
</Connector>
5.2.2 Simulation
Note: When not using the FULL license set the time steps in OpenTrack to 4 seconds.
5.2.3 Analysis
To see the effect of the booster we will compare the results of this tutorial with the results of
the AC Network tutorial described in chapter 5.1.
To compare the pantograph voltage we use the prepared Excel File Compare Two Engines.
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85+000
TSS_80
A/1
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
Station B
17,500
Station A
19,000
16,000
0.000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(s), Tutorial AC with Booster, default

29,500
85+000
TSS_80
BT 76+000
BT 72+000
A/1
TSS_05
0+000
31,000
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
0.000
Station B
17,500
Station A
19,000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Isolator
Figure 161 Comparing the pantograph voltage without (top) and with booster transformer (bottom).
In Figure 161 we see the voltages drop at the booster transformer chainages and then constant
from the return feeder rail connection (70+000, 72+000) to the booster transformer. The
evaluation of the line impedance will show why the voltage behaves this way with booster
transformers.
We will analyse the line impedance with the prepared Excel File Impedance per feeder
current, Z=f(s) after CBAl_01 has terminated at Station A at 01:41:00 because for this
analysis it must be only one engine in the network to show the correct impedance. On the
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SELECTION sheet select Engine ABCl_01, Substation TSS_80 and filter for time values bigger
than 6060 s.
Z_abs = f(s)
8.000
7.000
6.000
Z [Ohm]
5.000
4.000
3.000
2.000
1.000
0.000
60+000
65+000
70+000
75+000
s [km]
80+000
85+000
90+000
Figure 162 The line impedance of the AC network configuration without booster transformer seen from TSS_80.
Figure 163 The line impedance of the AC network configuration with booster transformer seen from TSS_80.
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5.3
User Manual
Issue 2016-09-30
2AC Network Tutorial
In this tutorial we will use the same OpenTrack infrastructure as for the AC Network tutorial
and change only the existing Project-File for a 2AC electrical network. To keep the file of the
previous tutorial we create a copy of the Project-File.
5.3.1 Configuration
5.3.1.1 OpenTrack
We will use the same engine as for AC and therefore we do not need to change the *.opnengine
file.
For the 2AC system we change the transformer in TSS_05 to a three winding transformer and
change substation TSS_80 to autotransformer station ATS_80. For the negative phase we add
a negative feeder from km 5+000 to km 80+000.
First we add the negative feeder:
<Conductor condSort="NegativeFeeder">
<StartPosition condName="NF" trackID="1" km="5"/>
The beginning of the negative feeder at km 5+000 and the name NF.
<ToProperty
toPos_km="80" The end of the negative feeder at km 80+000.
equivalentRadius_mm="8.4" Following the characteristic
r20_Ohm_km="0.1188"
temperature_DegreeCentigrade="20"
temperatureCoefficient="0.004"
x_m="-4" and the cross section position.
y_m="9"/>
</Conductor>
Second we change the transformer in TSS_05 to a three winding transformer:

<ThreeWindingTransformer This is the new three winding transformer.
name="T1"
nomPower_MVA="10"
nomSecondaryVoltage_kV="55"
loadLosses_kW="230"
<Switch name="TSS_05_T1_OCS" defaultState="close"/>
</OCSBB>
</RailsBB>
<NegativeFeederBB bbName="NF_BB" z_real_Ohm="0.001" z_imag_Ohm="0">
The new negative feeder busbar.
<Switch name="TSS_05_T1_NF" defaultState="close"/>
</NegativeFeederBB>
</ThreeWindingTransformer>
<Busbars>
</Connector>
</OCSBB>
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</Connector>
</RailsBB>
<NegativeFeederBB bbName="NF_BB">
The new feeder for the negative feeder.
<Connector name="TSS_05_NF_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="NF" lineID="A" trackID="1" km="5"/>
</Connector>
</NegativeFeederBB>
</Busbars>
</Substation>
Third we change TSS_80 to ATS_80 with autotransformer and busbars for OCS, rails and
negative feeder:
<Substation name="ATS_80">
<Autotransformer This is the autotransformer.
name="T1"
nomPower_MVA="5"
nomSecondaryVoltage_kV="27.5"
noLoadLosses_kW="5"
loadLosses_kW="10"
<Switch name="ATS_80_T1_OCS" defaultState="close"/>
</OCSBB>
<Switch name="ATS_80_T1_Rails" defaultState="close"/>
</RailsBB>
<Switch name="ATS_80_T1_NF" defaultState="close"/>
</NegativeFeederBB>
</Autotransformer>
<Busbars>
<Connector name="ATS_80_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
</Connector>
</OCSBB>
<Connector name="ATS_80_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
</Connector>
</RailsBB>
<Connector name="ATS_80_NF_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="NF" lineID="A" trackID="1" km="80"/>
</Connector>
</NegativeFeederBB>
</Busbars>
</Substation>
After all this changes we check the new configuration using PSC Viewer and we will see the
added negative feeder as in Figure 164.
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Figure 164 A snippet of the 2AC network with TSS_05 and negative feeder.
We need to adapt the Switch-File of the failure scenario simulation. First we change the switch
names and second we add also the switches of the negative feeder.
<TPD>
<SwitchSetting>
<Switch state="open" time="01:05:00" name="ATS_80_T1_OCS"/>
<Switch state="open" time="01:05:00" name="ATS_80_T1_Rails"/>
<Switch state="open" time="01:05:00" name="ATS_80_T1_NF"/>
The open time definition of the added negative feeder switch.
<Switch state="close" time="01:22:00" name="ATS_80_T1_OCS"/>
<Switch state="close" time="01:22:00" name="ATS_80_T1_Rails"/>
<Switch state="close" time="01:22:00" name="ATS_80_T1_NF"/>
The close time definition of the added negative feeder switch.
</SwitchSetting>
</TPD>
</ADE>
5.3.2 Simulation
For the description of the simulation see the AC network tutorial in chapter 5.1.2.
5.3.3 Analysis
In the following chapter we will analyse the same network configuration as we did for the AC
network and compare the simulation results.

For the default configuration we want to compare some diagrams to see the difference between
the two systems.
First we want to compare the line voltage at the pantograph, see Figure 165.
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85+400
TSS_80
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
0.000
10.000
Station C
Station B
17,500
Station A
19,000
20.000
30.000
40.000
50.000
60.000
70.000
80.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(s), Tutorial 2AC Network, default

85+400
ATS_80
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
0.000
10.000
Station C
Station B
17,500
Station A
19,000
20.000
30.000
40.000
50.000
60.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 165 The line voltage at pantograph position in AC network (top) and 2AC network (bottom)
We can see that the line voltage at the pantograph is much lower than for the AC network but
still sufficient as the minimum is just below the nominal voltage.
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Vehicle F = f(s), Tutorial AC Network, default

85+000
TSS_80
A/1
TSS_05
0+000
375
300
225
150
75
-75
-150
Station B
-300
Station A
-225
-375
0.000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000
70.000
80.000

F_requested
F_achieved
Infeed
Vehicle F = f(s), Tutorial 2AC Network, default

85+000
ATS_80
A/1
TSS_05
0+000
375
300
225
150
75
-75
-150
-375
0.000
Station B
-300
Station A
-225
10.000
20.000
30.000
40.000
50.000
60.000

F_requested
F_achieved
Infeed
Figure 166 The requested and achieved effort for course ABCl_01 in AC network (top) and 2AC network (bottom).
All curves for our model are the same. Therefore there will be no difference in the operational
simulation in OpenTrack, see Figure 166.
As there is no difference in the effort therefore we may expect to have the same power demand
for TSS_05 in both configurations.
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12,500
11,250
11,250
10,000
10,000
8,750
8,750
7,500
7,500
6,250
6,250
5,000
5,000
3,750
3,750
2,500
2,500
1,250
1,250
0
01:00:00

Active Power [kW]
Busbar Power, Tutorial AC Network, default

-1,250
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|S|
15,000
13,500
13,500
12,000
12,000
10,500
10,500
9,000
9,000
7,500
7,500
6,000
6,000
4,500
4,500
3,000
3,000
1,500
1,500
0
01:00:00

Active Power [kW]
Busbar Power, Tutorial 2AC Network, default

Substation TSS_05, Three Winding Transformer T1, 01:00:00 - 01:48:54
-1,500
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
|S_OCS-Rails|
P_OCS-Rails
|S_Rails-NF|
P_Rails-NF
Q_OCS-Rails
Q_Rails-NF
Figure 167 The power demand of substation TSS_05 in AC network (top) and 2AC network (bottom).
Now we will compare the power demand for the AC network in Figure 167. We see the power
demand for the 2AC network is much higher than for the AC network. This is the case because
for the AC network we have two substations and for the 2AC network only one substation and
one auto transformer station. Therefore TSS_05 has to supply the total power and losses in
the 2AC network.
Another comparison can be done for the energy consumption. Figure 168 shows the energy
consumption of the AC network provided from both substations and for the 2AC network
provided only from TSS_05.
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Devices Overview, Tutorial AC Network, default

Network A-C, 01:00:00 - 01:48:54
Substation Device
TSS_05
TSS_05
TSS_05
TSS_80
TSS_80
TSS_80
T1
T1
T1
T1
T1
T1
Type
Signal |I|max
A
total
378
out
378
in
0
total
232
out
232
in
0

Irms I rms15
A
A
118 166
118 166
0
0
118 152
118 152
0
0
|S|max
kVA
10,052
10,052
0
6,268
6,268
0
|P|max |Q|max
kW
kvar
10,044 396
10,044 396
0
0
6,267
242
6,267
242
0
0
Prms
kW
3,209
3,209
0
3,219
3,219
0
Prms15
kW
4,479
4,479
0
4,125
4,125
0
E
kWh
2,333
2,333
0
2,405
2,405
0
Eloss
kWh
19.9
19.9
-1)
19.9
19.9
-1)
Prms
kW
1,822
6,139
6,139
0
Prms15
E
kW
kWh
2,302
6,754 4,807
6,754 4,807
0
0
Eloss
kWh
4.9
91.5
91.5
0.0
Devices Overview, Tutorial 2AC Network, default

Network A-C, 01:00:00 - 01:48:54
Substation Device
ATS_80
TSS_05
TSS_05
TSS_05
T1
T1
T1
T1
Type
Signal |I|max
A
Autotransformer
total
292
Three Winding Transformer total
446
out
446
in
0
Irms Irms15 |S|max |P|max

A
A
kVA
kW
140 179 3,599 3,599
165 196 13,190 13,156
165 196 13,190 13,156
0
0
15
0
|Q|max
kvar
224
1,163
1,163
15
Figure 168 Energy supply in AC network (top) and 2AC network (bottom).
The total energy consumption of the AC network is 4,738kWh, TSS_05 supplied 2,333kWh
and TSS_80 2,405kWh, compared to 4,807kWh of the 2AC network. The difference of about
1.5% is caused by the auto transformer losses and the higher losses caused by the higher
currents due to lower line voltage.

For the short circuit simulation we modify the engine as described in the AC tutorial, use the
course short circuit and run the simulation.
I = f(s)
2.500
2.000
I [kA]
1.500
1.000
0.500
0.000
0+000
10+000
20+000
30+000
40+000
50+000
60+000
70+000
80+000
90+000
s [km]
I_connector_1 [kA]
I_connector_2 [kA]
I_total [kA]
I_engine [kA]
Figure 169 The short circuit current of the 2AC network. The short circuit current is the total of TSS_05 and ATS_80
current, use Excel tool: Short Circuit Current by two Station Feeders, I=f(s).
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From Figure 169 we can see that the minimum short circuit current is about 1200A. Therefore
we will use a constant current of 1000A for the constant current simulation. We need to do the
same configuration as for the AC tutorial except we have to set the current to 1000A. To be
able to compare AC and 2AC configurations we will also run an additional constant current
simulation with 1000A for the AC network.
Vehicle U,I = f(s), Tutorial AC Network, constant current 1000A
A-C, Course constant current, Engine 1/1, 01:00:01 - 01:31:31
31,000
1,125
28,000
1,000
26,500
875
25,000
750
23,500
625
22,000
500
20,500
375
19,000
250
17,500
125
16,000
0.400
Station C
Current [A]
85+400
TSS_80
TSS_05
29,500
Station B
Voltage [V]
0+400
1,250
A/1
10.400
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
I_Panto
Vehicle U,I = f(s), Tutorial 2AC Network, constant current 1000A

85+400
ATS_80
A/1
TSS_05
0+400
1,250
30,136
1,125
28,636
27,136
1,000
25,636
875
24,136
750
21,136
625
19,636
18,136
Current [A]
Voltage [V]
22,636
500
16,636
375
15,136
13,636
250
9,136
0.400
Station C
10,636
Station B
12,136
125
10.400
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
I_Panto
Figure 170 The constant current with 1000A causes a voltage drop down to less than 10kV at the end of the line in
the 2AC network (bottom) and about 22kV in AC network (top).
As we can see in the diagram above the line voltage drops much more for this 2AC
configuration as it does for AC.
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For the failure scenario the same configuration tasks as for the AC network have to be done
but we need to specify the Switch-File from chapter 5.3.1.2.3.
Vehicle U = f(t), Tutorial AC Network, failure scenario
0+000
TSS_05
A/1
TSS_80
85+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
01:00:01
01:05:01
01:10:01
01:15:01
01:20:01
01:25:01
Station A
Station B
17,500
01:30:01
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(t), Tutorial 2AC Network, failure scenario

0+000
TSS_05
A/1
ATS_80
85+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
01:00:01
Station B
17,500
01:05:01
01:10:01
01:15:01
01:20:01
01:25:01
Station A
19,000
01:30:01
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 171 The failure scenario line voltage at pantograph for course CBAl_01 in AC (top) and 2AC (bottom)
network.
As expected we see a voltage drop between 01:05:00 and 01:22:00 because the TSS_80
respective the ATS_80 was powered off. It is also not surprising to see a lower voltage for 2AC
as we have compared the line voltage for 1000A constant current in Figure 170 and found that
the lower values belong to the 2AC network.
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5.4
User Manual
Issue 2016-09-30
DC Network Tutorial
In this tutorial we will change the power supply to a 3kV DC system with two substations at the
same positions as before, km 5+000 and 80+000. The negative feeder of the 2AC network will
be used as line feeder and connected with the contact wire of track 1every 1000m.
We will use the same engine with 5.56MW maximum tractive power as before. The maximum
power for the long train with 30kW auxiliary power per trailer and 100kW auxiliary power of the
engine is 6.08MW. At nominal voltage the current will be approximately 2000A. We can expect
that such a high current will cause a high voltage drop. Therefore we will use the tractive
current limitation to stabilise the pantograph voltage. The current limitation shall be 0A at 0V,
then linear to 2000A at 2.7kV (90% of nominal voltage) and then constant 2000A.
5.4.1 Configuration
5.4.1.1 OpenTrack
We need to change the power supply system and add the current limitation.
As the power supply system specified for the infrastructure in OpenTrack is used to choose
the correct tractive-effort-curve of the engine and we do not want to change this curve we do
not need to change anything in OpenTrack but the supply system of the engine propulsion
system in OpenPowerNet.
Figure 172 Tutorial DC, engine configuration.
As the base of this Project-File we will use the Project-File of the AC network and adapt it. For
DC less information are required, e.g. equivalent radius, x and y positon and shall be deleted.
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First of all we delete all not necessary parameter from AC network, these are the following
attributes:
equivalentRadius_mm,
x_m,
y_m,
z_imag_Ohm and
yImag_S_km.
To remove the attributes you can use the replace feature of the XML editor Source view.
Figure 173 Efficiently remove attributes, e.g. equivalentRadius_mm, at the XML editor Source view. To open the
dialog hit Ctrl+F.
Then we adapt the engine model by changing the supply and using the tractive current
limitation.
<Propulsion
engine="electric"
supply="DC 3000V" Change the supply system to DC 3000V.
tractiveCurrentLimitation="I=f(U)" Change this value from none to I=f(U).
useAuxPower="true"
<MeanEfficiency/>
</Propulsion>
Next we add the line feeder as a conductor with the same characteristics as the negative feeder
of the 2AC tutorial.
<Conductor condSort="Feeder"> Change the type of the conductor
<StartPosition condName="LF" trackID="1" km="5"/> and change the name to LF.
<ToProperty
toPos_km="80"
r20_Ohm_km="0.1188"
temperatureCoefficient="0.004"/>
</Conductor>
The earth model is also different in DC than in AC, see chapter 6.5, therefore the Earth
Conductor resistance need to be set to 0.001 .
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Then we need to add the connectors every 1000m from the line feeder to the contact wire of
track 1. The resistance per meter shall be the same as for the line feeder and the length shall
be approximately 5m. Therefore the connector resistance is 0.594m (0.1188/km/1000*5m
= 0.000594).
<ConnectorSlice
name="line feeder to CW"
firstPos_km="5"
lastPos_km="80"
maxDistance_km="1.000">
<ConductorFrom condName="LF" trackID="1"/>
<ConductorTo condName="CW" trackID="1"/>
</Connector>
</ConnectorSlice>
Now we configure the substation models with DC rectifier and we use switches in the
connectors from the busbars to the line. The switches will be used during the failure scenario.
<Substations>
<Rectifier
name="R1"
internalResistance_Ohm="0.01" The internal resistance of the rectifier.
lossVoltageDrop_kV="0.010"
lossResistance_Ohm="0.001"
nomVoltage_kV="3.3"
The no load voltage of the rectifier shall be 10% higher than the system voltage of 3kV.
energyRecovery="false">
<OCSBB bbName="OCS_BB" z_real_Ohm="0.001"/>
<RailsBB bbName="Rails_BB" z_real_Ohm="0.001/>
</Rectifier>
<Busbars>
<Connector name="TSS_05_OCS_Feeder" z_real_Ohm="0.001">
</Connector>
<Connector name="TSS_05_LF_Feeder" z_real_Ohm="0.001">
<Position condName="LF" lineID="A" trackID="1" km="5"/>
</Connector>
</OCSBB>
<Connector name="TSS_05_Rails_Feeder" z_real_Ohm="0.001">
</Connector>
</RailsBB>
</Busbars>
</Substation>
<Rectifier
name="R1"
internalResistance_Ohm="0.01"
lossVoltageDrop_kV="0.010"
lossResistance_Ohm="0.001"
nomVoltage_kV="3.3"
<OCSBB bbName="OCS_BB" z_real_Ohm="0.001"/>
<RailsBB bbName="Rails_BB" z_real_Ohm="0.001"/>
</Rectifier>
<Busbars>
<Connector name="TSS_80_OCS_Feeder" z_real_Ohm="0.001">
<Switch defaultState="close" name="TSS_80_OCS"/>
</Connector>
<Connector name="TSS_80_LF_Feeder" z_real_Ohm="0.001">
<Switch defaultState="close" name="TSS_80_LF"/>
<Position condName="LF" lineID="A" trackID="1" km="80"/>
</Connector>
</OCSBB>
<Connector name="TSS_80_Rails_Feeder" z_real_Ohm="0.001">
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<Switch defaultState="close" name="TSS_80_Rails"/>

</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
We need to adapt the Switch-File of the AC tutorial for the failure scenario simulation. First we
change the switch names and second we add also the switches to the line feeder.
<TPD>
<SwitchSetting>
<Switch state="open" time="01:05:00" name="TSS_80_OCS"/>
<Switch state="open" time="01:05:00" name="TSS_80_Rails"/>
<Switch state="open" time="01:05:00" name="TSS_80_LF"/>
<Switch state="close" time="01:22:00" name="TSS_80_OCS"/>
<Switch state="close" time="01:22:00" name="TSS_80_Rails"/>
<Switch state="close" time="01:22:00" name="TSS_80_LF"/>
</SwitchSetting>
</TPD>
</ADE>
5.4.2 Simulation
For the description of the simulation see the AC network tutorial in chapter 5.1.2.
5.4.3 Analysis
4,250
2,250
4,000
2,025
3,750
1,800
3,500
1,575
3,250
1,350
3,000
1,125
2,750
900
2,500
675
2,250
450
2,000
225
1,750
01:00:00
Current [A]
Voltage [V]
Vehicle U,I = f(t), Tutorial DC Network, default

01:10:00
01:20:00
01:30:00
01:40:00
01:50:00
02:00:00
Time
|U_Panto|
U_nom
U_tol (EN 50163)
I_Panto
Figure 174 The pantograph line voltage and current versus time for the DC network default configuration.
In the diagram above we can see the current limitation as the current drops as well as the
voltage.
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Vehicle U = f(s), Tutorial DC Network, default

85+400
TSS_80
TSS_05
0+000
4,250
4,000
3,750
3,500
Voltage [V]
3,250
3,000
2,750
2,500
1,750
0.000
10.000
Station C
Station B
2,000
Station A
2,250
20.000
30.000
40.000
50.000
60.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 175 The line voltage at pantograph versus chainage.
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As we would expect the minimum of the pantograph line voltage is in the middle between the
two substations.
Vehicle F = f(s), Tutorial DC Network, default
TSS_80
A/1
85+400
9+740
10+246
A/2
9+761
10+254
A/1
TSS_05
0+400
375
300
225
150
75
-75
-150
-375
0.400
10.400
Station C
-300
Station B
-225
20.400
30.400
40.400
50.400
60.400
70.400
80.400

F_requested
F_achieved
F_requested-F_achieved
Infeed
Figure 176 The requested and achieved effort of course ABCl_01 for the default configuration.
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The diagram above shows the effect regarding achieved effort of the traction current limitation
very clearly. If we compare the travel time of course ABCl_01 in Figure 177 we will see the
effect of the lower achieved effort in a 13 minutes longer travel time of this course in the DC
network.
Vehicle v = f(t), Tutorial AC Network, default
A/1
85+400
A/2
10+246
10+254
TSS_05
A/1
TSS_80
9+746
9+767
0+400
225.0
202.5
180.0
157.5
Speed [km/h]
135.0
112.5
90.0
67.5
45.0
0.0
01:00:01
01:05:01
Station C
Station B
22.5
01:10:01
01:15:01
01:20:01
01:25:01
01:30:01
01:35:01
01:40:01
01:45:01
Time
v
Infeed
Vehicle v = f(t), Tutorial DC Network, default

85+400
A/1
10+246
10+254
A/2
TSS_80
9+740
9+761
A/1
TSS_05
0+400
225.0
202.5
180.0
157.5
Speed [km/h]
135.0
112.5
90.0
67.5
0.0
01:00:01
Station C
22.5
Station B
45.0
01:10:01
01:20:01
01:30:01
01:40:01
01:50:01
02:00:01
Time
v
Infeed
Figure 177 The speed versus time for course ABCl_01 in the AC network (top) and DC network (bottom).
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I = f(s)
4.000
3.500
3.000
I [kA]
2.500
2.000
1.500
1.000
0.500
0.000
0+000
10+000
20+000
30+000
40+000
50+000
60+000
70+000
80+000
90+000
s [km]
I_connector_1 [kA]
I_connector_2 [kA]
I_total [kA]
I_engine [kA]
Figure 178 The short circuit simulation of the DC network.
The simulation is done as for the AC network. The y-axis is limited to 4000A as the current at
the substation is very high and we are interested in the minimum short circuit current.

As we can see in Figure 178 the minimum current is above 2500A. Therefore we will do the
constant current simulation with 1000A as in the previous tutorials.
Vehicle U,I = f(s), Tutorial DC Network, constant current 1000A
1,125
3,750
1,000
3,500
875
3,250
750
3,000
625
2,750
500
2,500
375
2,250
250
2,000
125
1,750
0.400
Station C
Current [A]
TSS_80
TSS_05
4,000
Station B
Voltage [V]
A/1
85+400
1,250
0+400
4,250
10.400
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
I_Panto
Figure 179 The voltage versus chainage of constant current simulation.
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See chapter 5.1.3.4 to configure the Project-File and to run the simulation.
85+000
TSS_80
A/1
TSS_05
0+000
4,250
4,000
3,750
3,500
Voltage [V]
3,250
3,000
2,750
2,500
Station A
2,000
Station B
2,250
1,750
0.000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
85+000
TSS_80
A/1
TSS_05
4,082
0+000
Vehicle U = f(s), Tutorial DC Network, failure scenario

3,832
3,582
3,332
3,082
Voltage [V]
2,832
2,582
2,332
2,082
1,832
1,582
832
0.000
Station B
1,082
Station A
1,332
10.000
20.000
30.000
40.000
50.000
60.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 180 The line voltage for course CBAl_01 in default configuration (top) and failure scenario (bottom).
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5.5
User Manual
Issue 2016-09-30
DC Network with Energy Storage Tutorial
In this tutorial we will add an energy storage to the DC network of the tutorial in chapter 5.4.
The DC tutorial analysis shows us a significant line voltage drop. With the storage we will
support the line voltage at the location with the lowest line voltage at km 45+000, see Figure
175. Furthermore we will analyse and compare two configurations of energy storage and use
the courses with short trains.
5.5.1 Configuration
5.5.1.1 OpenTrack
For OpenPowerNet we need to add a substation with energy storage at km45+000 to the
Project-File. The *.opnengine file does not need to be changed.

We will use the same engine as for DC Network tutorial and therefore we do not need to
change the *.opnengine file.
As the base of this Project-File we will use the Project-File of the DC network and add a
substation with an energy storage at km 45+000.
We will define two kinds of energy storage. One with 400A and one with 200A load and unload
current limitation.
The energy storage shall have the following characteristic:
Maximum load of 85kWh,
Initial load of 85kWh,
Losses of the energy storage of 100W,
Internal resistance of 5m,
Maximum load current is limited to 400A, resp. 200A,
Maximum unload current is limited to 400A, resp. 200A and
Nominal Voltage of 2800V.
See the XML snippet with the substation configuration.
<Substation name="SS_45">
<Storage
name="S1"
internalResistance_Ohm="0.005"
maxLoad_kWh="85"
nomVoltage_kV="2.8"
lossPower_kW="0.1"
initialLoad_kWh="85"
loadImax_A="200"
unloadImax_A="200">
<OCSBB z_real_Ohm="0.001" bbName="OCS_BB" />
<RailsBB z_real_Ohm="0.001" bbName="Rails_BB" />
</Storage>
<Busbars> The definitions of busbars and the connections to the line follow.
<Connector name="SS_45_OCS_Feeder" z_real_Ohm="0.001">
<Position condName="CW" lineID="A" trackID="1" km="45" />
<Switch defaultState="close" name="SS_45_OCS" />
</Connector>
</OCSBB>
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<Connector name="SS_45_Rails_Feeder" z_real_Ohm="0.001">

<Position condName="RR" lineID="A" trackID="1" km="45" />
<Switch defaultState="close" name="SS_45_Rails" />
</Connector>
</RailsBB>
</Busbars>
</Substation>
As we want to run the short trains only we should set the simulation start time to 2:00 in the
Project-Files root element OpenPowerNet.
To have a more detailed calculation we shall reduce the slice distance to 250m, this is done
with an attribute at element Line.
maxSliceDistance_km="0.250"
5.5.2 Simulation
We will run tree simulations only with the short train courses ABCs_01 and CBAs_01.
First the DC network from DC Tutorial in chapter 5.4,
Then one simulation shall be with the Type_200A energy storage and
Last one with the Type_400A energy storage.
Give each simulation a meaningful comment.
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5.5.3 Analysis
First we will compare the DC network with and without energy storage with 200A current limit.
A-C, Course ABCs_02, Engine 1/1, 02:00:01 - 02:46:57
TSS_80
A/1
85+400
9+748
10+244
A/2
9+769
10+260
A/1
TSS_05
0+400
4,250
4,000
3,750
3,500
Voltage [V]
3,250
3,000
2,750
2,500
2,250
1,750
0.400
10.400
Station C
Station B
2,000
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(s), Tutorial Simple Storage, I_max load & unload 200A, short trains only
85+400
A/1
TSS_80
SS_45
9+748
10+244
A/2
9+769
10+260
A/1
TSS_05
0+400
4,250
4,000
3,750
3,500
Voltage [V]
3,250
3,000
2,750
2,500
1,750
0.400
10.400
Station C
2,000
Station B
2,250
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 181 The line voltage at pantograph for course ABCs_02 in the DC network without (top) and with (bottom)
energy storage (200A).
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Comparing the two different storage current limitations we can see the effect to the pantograph
voltage.
85+400
A/1
TSS_80
SS_45
9+748
10+244
A/2
9+769
10+260
A/1
TSS_05
0+400
4,250
4,000
3,750
3,500
Voltage [V]
3,250
3,000
2,750
2,500
2,250
1,750
0.400
10.400
Station C
Station B
2,000
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
85+400
A/1
TSS_80
SS_45
9+749
10+244
A/2
9+770
10+260
A/1
TSS_05
0+400
4,250
4,000
3,750
3,500
Voltage [V]
3,250
3,000
2,750
2,500
1,750
0.400
10.400
Station C
2,000
Station B
2,250
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 182 The effect to the line voltage of course ABCs_01 with energy storage current limitation of 200A (top)
and 400A (bottom).
Using the Substation diagrams we will compare the effect of the different maximum load and
unload current of the energy storages.
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Energy Storage Voltage and Current, Tutorial Simple Storage, I_max load & unload 200A, short trains
only
Substation SS_45, Storage S1, 02:00:00 - 02:46:58
4,250
225
4,000
180
3,750
135
3,500
90
3,250
45
3,000
2,750
-45
2,500
-90
2,250
-135
2,000
Current [A]
Voltage [V]
I_max
-180
I_max
1,750
02:00:00
-225
02:05:00
02:10:00
02:15:00
02:20:00
02:25:00
02:30:00
02:35:00
02:40:00
02:45:00
Time
|U|
I_max
Energy Storage Voltage and Current, Tutorial Simple Storage, I_max load & unload 400A, short trains
only
Substation SS_45, Storage S1, 02:00:00 - 02:46:58
4,250
500
I_max
400
3,750
300
3,500
200
3,250
100
3,000
2,750
-100
2,500
-200
2,250
-300
2,000
1,750
02:00:00
I_max
Current [A]
Voltage [V]
4,000
-400
-500
02:05:00
02:10:00
02:15:00
02:20:00
02:25:00
02:30:00
02:35:00
02:40:00
02:45:00
Time
|U|
I_max
Figure 183 The line voltage at the substation with the storage for both storage current limitation of 200A (top) and
400A (bottom).
For the 200A current limitation we see that the voltage cannot be stabilised at 2800V. The
maximum load current limitation is visible at about 02:23 and 02:45.
The diagrams above clearly show the different current limitations as well as the load and
unload currents respecting their limitations.
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5.6
User Manual
Issue 2016-09-30
DC Network with Voltage Limiting Device Tutorial
In this tutorial we will add multiple Voltage Limiting Devices (VLD, see chapter 4.4.7.8) to the
DC network of the tutorial in chapter 5.4. We will see the effect of the VLD by comparing two
simulations, one without VLDs and the other with VLDs.
5.6.1 Configuration
5.6.1.1 OpenTrack
For OpenPowerNet we will add 5 substations each with two VLDs at km8+000, 9+000, 10+000,
11+000 and 12+000 to the Project-File. The *.opnengine file does not need to be changed.

As the basis we will use the engines as for DC Network tutorial and but add the energy recovery
ability. Therefore we need to change the *.opnengine file but not the OpenTrack configuration.
The following attributes shall be added to the Propulsion element:
maxBrakePower="5560" The maximum brake power value is same as for driving.
maxBrakeEffort="250" The maximum brake effort is also the same as for driving.
maxRecoveryVoltage="3600" The maximum recovery voltage need to be defined as well.
After we have configured the concrete values for recovery braking in the *.opnengine file we
have to specify the recovery model also at the Propulsion element but in the Project-File.
The following attributes shall be added to the Propulsion element:
regenerativeBrake="maxPower/maxEffort"
retryRecovery="true"
We will record all currents and voltages for later analysis. Therefore we have to remove the
recordCurrent and recordVoltage attributes from elements Lines and Connectors.
This is all we need to do with the Project-File for the first simulation without VLD.
We make a copy of the just edited Project-File and add the substations with VLDs.
The VLD is defined in the TypeDefs-File, chapter 5.6.1.2.3. These file need to be referenced
in the Project-File at the root element.
typedefsFile="TypeDefs-File.xml"
The definition of the substation at km 8+000 is as below:

<Substation name="VLD 8+000">
..<VLD name="+" condSort="type 5V"> The type is a reference to VLD defined in the TypeDefsFile.
....<MeasuringBusbar bbName="Rails_BB" /> VLD limiting the voltage from earth to rail.
....<ReferenceBusbar bbName="Earth_BB" />
..</VLD>
..<VLD name="-" condSort="type 5V"> VLD limiting the voltage from rail to earth.
....<MeasuringBusbar bbName="Earth_BB" />
....<ReferenceBusbar bbName="Rails_BB" />
..</VLD>
..<Busbars>
....<RailsBB bbName="Rails_BB">
......<Connector z_real_Ohm="0.001" z_imag_Ohm="0.0">
........<Position km="8" trackID="1" condName="RL" lineID="A" />
......</Connector>
....<RailsBB>
....<RailsBB bbName="Earth_BB">
......<Connector z_real_Ohm="0.001" z_imag_Ohm="0.0">
........<Position km="8" trackID="1" condName="E" lineID="A" />
......</Connector>
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....</RailsBB>
..</Busbars>
</Substation>
Further substations at km 9+000, 10+000, 11+000 and 12+000 shall be added.

Give each Project-File a meaningful name and comment.
5.6.1.2.3 TypeDefs-File
xsi:noNamespaceSchemaLocation="http://www.openpowernet.de/schemas/TypeDefs.xsd">
<TypeDefs>
<Devices>
<VLDTypes>
<VLDType name="type 5V" r_close_Ohm="0.001" r_open_Ohm="1000000">
<CloseModels>
<Voltage voltage_V="5" /> The VLD shall close if voltage exceeds 5 V.
</CloseModels>
<OpenModels>
<Current current_A="0" /> The VLD shall open if current is below 0 A.
</OpenModels>
</VLDType>
</VLDTypes>
</Devices>
</TypeDefs>
</OpenPowerNet>
5.6.2 Simulation
Run two simulations with the long train courses ABCl_01 and CBAl_01.
First without VLD and
Then with VLD.
5.6.3 Analysis
The objective of a VLD is to limit the voltage between two conductors. In this tutorial the VLD
shall limit the Rail-Earth potential. We use the automatic analysis to calculate the Rail-Earth
Potential of both simulations.
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Rail-Earth Potential, Tutorial VLD, without VLD

Line A, km 0+000 to 85+400, 01:00:00 - 02:01:48
180
TSS_80
TSS_05
200
160
140
Voltage [V]
120
100
80
60
0
0+000
Station C
Station B
20
Station A
40
10+000
20+000
30+000
40+000
50+000
60+000
70+000
80+000
Position [km]
|U_1_RL|_max
|U_1_RL|_max_mean_300s
|U_1_RR|_max
|U_1_RR|_max_mean_300s
|U_2_RL|_max
|U_2_RR|_max
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Figure 184 Rail-Earth Potential without VLD.

Rail-Earth Potential, Tutorial VLD, with VLD
Line A, km 0+000 to 85+400, 01:00:00 - 02:01:35
TSS_80
180
VLD 8+000
VLD 9+000
VLD 10+000
VLD 11+000
VLD 12+000
TSS_05
200
160
140
Voltage [V]
120
100
80
60
0
0+000
10+000
Station C
Station B
20
Station A
40
20+000
30+000
40+000
50+000
60+000
70+000
80+000
Position [km]
|U_1_RL|_max
|U_1_RR|_max
|U_2_RL|_max
|U_2_RR|_max
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Figure 185 Rail-Earth Potential with VLDs between 8+000 and 12+000.
The Automatic Analysis generates an aggregation of all substations (file name 000_Network
A-C.xlsx) and shows how often and how long the VLDs have been closed.
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VLD Usage, Tutorial VLD, with VLD

Network A-C, Sum VLD, 01:00:00 - 02:01:35
10
Count
1
25
49
73
97
121
145
169
193
217
241
265
289
313
337
361
385
409
433
457
481
505
529
553
577
601
625
649
673
697
721
745
769
793
817
841
865
889
913
937
961
985
1009
1033
1057
1081
1105
1129
1153
1177
1201
1225
1249
1273
1297
1321
1345
1369
1393
1417
1441
1465
1489
1513
1537
1561
1585
1609
1633
1657
1681
1705
1729
1753
Duration of closed state [s]

Count_closed
Figure 186 The histogram of the VLD closing.
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5.7
User Manual
Issue 2016-09-30
Engine Model Tutorials
In the following tutorials we will configure different engine models and analyse the calculated
simulation data. Each of the following chapters describes one aspect of the engine model.
5.7.1 Power Factor Tutorial

In the AC tutorial with failure scenario we experienced a significant voltage drop down to
24141 V for course CBAl_01. Now we will configure a capacitive behaviour of the engine in
case of low voltage. Figure 187 describes the detailed behaviour and Figure 188 the values of
the power factor for the engine model.
IImag
I = a+jb
-10
+10
IReal
I = a-jb
L
Legend:
The behaviour of the engine wether capacitive (C) or inductor (L).
The value of the power factor in the engine model.
The resulting current of the engine at the pantograph while driving.
For braking the currents are turned by 180.
Figure 187 The engine power factor association between engine behaviour and model parameter.
Figure 188 Power factor versus line voltage.
5.7.1.1 Configuration
5.7.1.1.1 OpenTrack
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5.7.1.1.2 OpenPowerNet
5.7.1.1.2.1 *.opnengine File
As the basis for the *.opnengine file we use the one from the AC tutorial. As we want to have
a power factor depending on the line voltage we need to specify the detailed curve, see Figure
189.
Figure 189 Definition of power factor versus line voltage.
5.7.1.1.2.2 Project-File
We will amend the Project-File from AC tutorial in chapter 5.1.1.2.2. The four quadrant chopper
model has to be defined in the Project-File, see XML snippet below.
<Propulsion
engine="electric"
useAuxPower="true"
fourQuadrantChopperPhi="Phi=f(u)" This value need to be set to use the power factor
depending on line voltage.
<MeanEfficiency />
</Propulsion>
</Vehicle>
Furthermore we need to set the Switch-File same as for the failure scenario in the AC tutorial.
switchStateFile="Switch-File.xml"
Set the right *.opnengine file and dont forget to set a meaningful project name and comment
in the project file!
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5.7.1.2 Simulation
We will run the simulation only with the long trains to see the effect of the power factor versus
line voltage.
5.7.1.3 Analysis
We will use Excel tool: Compare Two Engines and check to power factor of course CBAl_01
and compare the pantograph voltage with the failure simulation of the AC tutorial.
phi = f(s)
0.000
-0.500
phi [ ]
-1.000
-1.500
-2.000
-2.500
0+000
10+000
20+000
30+000
40+000
50+000
60+000
70+000
80+000
90+000
s [km]
Sim: 5; Course: CBAl_01; Engine: 0-Engine1
Sim: 21; Course: CBAl_01; Engine: 0-Engine1
Figure 190 The pantograph current angle of course CBAl_01 versus location.
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Vehicle U = f(s), Tutorial AC Network, failure scenario

85+000
TSS_80
A/1
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
Station B
17,500
Station A
19,000
16,000
0.000
10.000
20.000
30.000
40.000
50.000
60.000
70.000
80.000
70.000
80.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(s), Tutorial Engine Model, Power Factor 0...-5

85+000
TSS_80
A/1
TSS_05
0+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
0.000
Station B
17,500
Station A
19,000
10.000
20.000
30.000
40.000
50.000
60.000

|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 191 The pantograph position of course CBAl_01 with constant power factor of 0 (top) and with power factor
depending on line voltage (bottom).
We can see very clear the line voltage supporting behaviour of the capacitive engine model
used in this simulation.
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5.7.2 Tractive Effort Tutorial

In this tutorial we want to use a table for the tractive effort characteristic of the engine. In the
AC tutorial we used maximum power and maximum tractive effort to define the characteristic.
The engine model is more flexible when using the table, see Figure 192.
Figure 192 Possible characteristics of both available tractive effort models.
5.7.2.1.1 OpenTrack
As the tractive effort characteristic curve in OpenTrack is always above the characteristic we
defined in OpenPowerNet we dont need to change OpenTrack. The used tractive effort will be
limited to the value defined in OpenPowerNet. Therefore we will use the same OpenTrack data
as for the AC tutorial described in chapter 5.1.1.1.
As the basis we take the *.opnengine file from the AC tutorial and add the tractive effort versus
speed table, see Figure 193 on how to add the tractive effort element.
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Figure 193 Adding Tractive Effort definition to Propulsion.
Figure 194 The definition of the tractive effort versus speed.
Speed [km/h]
0
10
20
30
40
50
60
70
80

250
247
244
241
238
237
236
235
235
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Speed [km/h]
Issue 2016-09-30
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
202
176
155
139
125
114
104
95
88
82
76
71
61
53
47
41
36
Table 16 Values of the tractive effort versus speed curve.
As the basis we take the Project-File file from the AC tutorial and change the tractive effort
attribute as seen below in the XML snippet.
<Propulsion
engine="electric"
useAuxPower="true"
tractiveEffort="F=f(v)"> This value need to be set to use the table model.
<MeanEfficiency />
</Propulsion>
</Vehicle>
5.7.2.2 Simulation
We need only to simulate the long trains to see effect of the changed tractive effort model of
the engine.
5.7.2.3 Analysis
We use All Engines Chart Types with F_ach, F_req=f(v) to compare of the AC network default
simulation with this simulation.
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Vehicle F = f(v), Tutorial AC Network, default

375
300
225
150
75
-75
-150
-225
-300
-375
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
180.0
202.5
225.0
Speed [km/h]
F_requested
F_achieved
Vehicle F = f(v), Tutorial Tractive Effort, tractive effort table

375
300
225
150
75
-75
-150
-225
-300
-375
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
Speed [km/h]
F_requested
F_achieved
Figure 195 The tractive effort of engines from default AC network simulation (top) and tractive effort table model
simulation (bottom).
When we compare the diagrams in Figure 195 and Figure 192 there seems to be a
contradiction. The tractive effort between 65km/h and 80km/h is lower than expected.
This is because of the limited adhesion of the engine. We use the good adhesion used for the
simulation in OpenTrack, see Figure 196. The adhesion type can be set using the Simulation
panel of OpenTrack, see Figure 135.
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Figure 196 Tractive effort versus speed characteristic in OpenTrack engine model.
For the speed below 65km/h and above 80km/h we can see clearly the effect of the used table
model compared with the maximum power / maximum effort model of the default AC network
simulation.
5.7.3 Tractive Current Limitation Tutorial

Please see the DC tutorial in chapter 5.4 for an example of tractive current limitation.
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5.7.4 Regenerative Braking Tutorial

In this tutorial we will learn how to configure the OpenPowerNet engine model to use
regenerative braking. The engine model shall be defined by maximum brake power and
maximum brake effort. The values shall be the same as for traction.
5.7.4.1.1 OpenTrack
We will use the OpenTrack model from the AC tutorial without changes.
As the basis we use the *.opnengine file from the AC tutorial. We have to add only the
parameter in group Brake, see Figure 197.
Figure 197 Parameter for regenerative braking engines, not the mandatory Max Recovery Voltage setting.
As the basis we use the Project-File from the AC tutorial. The regenerative effort model has to
be specified. We want to use the maxPower/maxEffort model. A table same as for the
tractive effort described in chapter 5.7.2 is also available.
<Propulsion
engine="electric"
useAuxPower="true"
regenerativeBrake="maxPower/maxEffort" These property need to be set.
<MeanEfficiency />
</Propulsion>
</Vehicle>
5.7.4.2 Simulation
We need only to simulate the long trains to see effect of the regenerative brake.
5.7.4.3 Analysis
The regenerative brake will only affect the simulation results during braking. In Figure 198 we
can see the times of braking. In Figure 199 we can see very well the higher pantograph voltage
from course ABCl_01 during the braking time of course ABCl_01 as well as course CBAl_01.
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Vehicle v = f(t), Tutorial Regenerative Brake, maxPower, maxEffort

225.0
202.5
180.0
157.5
Speed [km/h]
135.0
112.5
90.0
67.5
45.0
22.5
0.0
01:00:00
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
v
Figure 198 The speed versus time diagram of the courses in the regenerative brake simulation.
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Vehicle U = f(t), Tutorial AC Network, default

85+400
A/1
10+246
10+254
A/2
TSS_80
9+746
9+767
A/1
TSS_05
0+400
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
01:00:01
01:05:01
Station C
Station B
17,500
01:10:01
01:15:01
01:20:01
01:25:01
01:30:01
01:35:01
01:40:01
01:45:01
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 199 The pantograph voltage of course ABCl_01 for the AC network (top) and the regenerative braking
simulation (bottom).
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Vehicle I = f(t), Tutorial Regenerative Brake, maxPower, maxEffort

285.0
237.5
190.0
142.5
Current [A]
95.0
47.5
0.0
-47.5
-95.0
-142.5
-190.0
01:00:00
01:05:00
01:10:00
01:15:00
01:20:00
01:25:00
01:30:00
01:35:00
01:40:00
01:45:00
Time
I_Panto
Figure 200 The current of both courses during the regenerative braking simulation
5.7.5 Brake Current Limitation Tutorial

This tutorial describes the configuration of the brake current limitation and show the effect of
the simulations results.
5.7.5.1.1 OpenTrack
We will take the *.opnengine file from the regenerative braking tutorial of chapter 5.7.4 as the
basis. We only need to add the brake current limit to the engine propulsion, see Figure 201.
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Figure 201 Parameter for brake current limitation.
As the limit shall be 50A for any line voltage in this tutorial. It would be possible to create a
voltage dependent current limitation function here of course.
We will take the Project-File from the regenerative braking tutorial of chapter 5.7.4 as the basis.
Only the brakeCurrentLimitation attribute need to be changed from none to I=f(U),
see the XML snipped below.
<Propulsion
engine="electric"
brakeCurrentLimitation="I=f(U)" These value need to be set.
useAuxPower="true"
<MeanEfficiency />
</Propulsion>
</Vehicle>
5.7.5.2 Simulation
We need only to simulate the long trains to see effect of the brake current limitation.
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5.7.5.3 Analysis
We use Excel tool Compare Two Engines to compare the simulation results from tutorial
regenerative braking and this tutorial. Figure 202 shows the limited brake current to 50A.
Vehicle I = f(t), Tutorial Regenerative Brake, maxPower, maxEffort
0+000
TSS_05
A/1
TSS_80
85+000
285.0
237.5
190.0
142.5
Current [A]
95.0
47.5
0.0
-47.5
-95.0
-190.0
01:00:01
01:05:01
01:10:01
01:15:01
01:20:01
01:25:01
Station A
Station B
-142.5
01:30:01
Time
I_Panto
Infeed
Vehicle I = f(t), Tutorial Brake Current Limitation, 50A limit

0+000
TSS_05
A/1
TSS_80
85+000
280
245
210
175
Current [A]
140
105
70
35
-70
01:00:01
Station B
-35
01:05:01
01:10:01
01:15:01
01:20:01
01:25:01
Station A
01:30:01
Time
I_Panto
Infeed
Figure 202 The current of course CBAl_01 without (top) and with (bottom) brake current limitation to 50A.
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Vehicle U = f(t), Tutorial Regenerative Brake, maxPower, maxEffort

0+000
TSS_05
A/1
TSS_80
85+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
01:00:01
01:05:01
01:10:01
01:15:01
01:20:01
01:25:01
Station A
Station B
17,500
01:30:01
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(t), Tutorial Brake Current Limitation, 50A limit

0+000
TSS_05
A/1
TSS_80
85+000
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
16,000
01:00:01
Station B
17,500
01:05:01
01:10:01
01:15:01
01:20:01
01:25:01
Station A
19,000
01:30:01
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 203 The pantograph voltage of course CBAl_01 without (top) and with (bottom) brake current limitation.
The pantograph voltage of course CBAl_01 is lower during the time of regenerative braking
because of the current limitation to 50A.
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5.7.6 Auxiliary Power Tutorial

This tutorial describes the model of auxiliary power. The values of the auxiliary power are on
one hand specified in OpenTrack and on the other in OpenPowerNet, see also the legend of
Figure 13.
In OpenTrack the auxiliary power for each trailer of a train can be specified as a constant
power. This is possible in the Train - Edit dialog of OpenTrack. The trailer defined in the AC
tutorial comes with 30 kW, which will be added to the definitions in OpenPowerNet below.
In OpenPowerNet we have 4 different auxiliary power models of an engine. It is possible to
combine all 4 models within one engine. The auxiliary models are:
Constant power,
Constant resistance,
Constant power during braking and
Constant resistance during braking.
As the auxiliary power while braking is only active for regenerative engines we define the
maximum regenerative brake power and maximum regenerative brake effort with the same
values as for traction.
The value of the auxiliary power shall be 100 kW. The resistance shall produce a power of
100 kW at a pantograph voltage of 27.4 kV and is therefore 7507.4 , see the formulas below.
U2
P
27400 2V 2
7507 .6
100000 W
To be able to compare the different auxiliary models we do 5 simulations. The first without
auxiliary power and then one by one the different models.
As the short trains have less auxiliary power of the trailers we will use only the short trains to
show clearly the effect of the engine auxiliary.
5.7.6.1.1 OpenTrack
Select only the course ABCs_02 and CBAs_02 with short trains.
We will use the Engine- and Project-File from the AC tutorial as the basis.
In the *.opnengine file we need to specify the maximum braking power and effort as well as
the 4 different available auxiliary models. Each of the different models shall be defined in a
separate file. See Figure 204 on how to add the auxiliary.
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Figure 204 Adding a auxiliary to a propulsion.
As we use short trains only and they start at 2:00 we have to set the simulation start time to
7200s.
Then we need to set the regenerative brake option and set the use of the engine auxiliary to
false for the first simulation.
<Propulsion
engine="electric"
useAuxPower="false" Set this to false in the first simulation and to true for the other.
regenerativeBrake="maxPower/maxEffort" Set this to use the regenerative brake.
<MeanEfficiency />
</Propulsion>
</Vehicle>
5.7.6.2 Simulation
We will run the simulation only with short trains.
Run all simulation:
1. Do everything as described above and run the simulation.
2. Set useAuxPower in the Project-File, which controls usage of all auxiliaries, to true.
Give a meaningful comment and run the simulation.
3. Use auxiliary with constant power in the *.opnengine file and delete the constant
resistance auxiliary, give a meaningful comment in the Project-File and run the
simulation.
4. Use the auxiliary with constant resistance in the *.opnengine file and delete the
constant power while braking auxiliary, give a meaningful comment in the ProjectFile and run the simulation.
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5. Use the auxiliary with constant power while braking in the *.opnengine file and delete
the constant resistance while braking auxiliary, give a meaningful comment in the
Project-File and run the simulation.
5.7.6.3 Analysis
We use Excel tool Compare Two Engines to compare the simulations.
Vehicle P = f(t), Tutorial Auxiliary Power, no engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
1.00
0.90
0.80
Active Power [kW]
0.70
0.60
0.50
0.40
0.30
0.20
0.00
02:00:01.0
02:05:01.0
Station C
Station B
0.10
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Vehicle P = f(t), Tutorial Auxiliary Power, only constant power 100kW engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
150
135
120
Active Power [kW]
105
90
75
60
45
30
0
02:00:01.0
02:05:01.0
Station C
Station B
15
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Figure 205 The auxiliary power of course ABCs_02 without auxiliaries (top) and with constant auxiliary power
(bottom).
In the diagram above we can see the auxiliary power of the trailers is 30kW and on top of this
are the 100 kW of the engine. This is in total 130 kW for course ABCs_02.
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85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
150
135
120
Active Power [kW]
105
90
75
60
45
30
0
02:00:01.0
02:05:01.0
Station C
Station B
15
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Vehicle P = f(t), Tutorial Auxiliary Power, only constant resistance 7507.6 Ohm engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
150
135
120
Active Power [kW]
105
90
75
60
45
30
0
02:00:01.0
02:05:01.0
Station C
Station B
15
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Figure 206 The auxiliary power of course ABCs_02 with constant engine auxiliary power (top) and constant auxiliary
resistance (bottom).
In Figure 206 we see the constant power and constant resistance auxiliary have about the
same values. But of course the constant resistance auxiliary has the auxiliary power as a
function of the pantograph voltage, compare to the pantograph voltage in Figure 207.
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Vehicle U = f(t), Tutorial Auxiliary Power, only constant power 100kW engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
02:00:01.0
02:05:01.0
Station C
Station B
17,500
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Vehicle U = f(t), Tutorial Auxiliary Power, only constant resistance 7507.6 Ohm engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
31,000
29,500
28,000
26,500
Voltage [V]
25,000
23,500
22,000
20,500
19,000
16,000
02:00:01.0
02:05:01.0
Station C
Station B
17,500
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
|U_Panto|
U_nom
U_tol (EN 50163)
Infeed
Figure 207 The pantograph voltage of course ABCs_02 with constant engine auxiliary power (top) and constant
auxiliary resistance (bottom).
The voltages in Figure 207 are just the same as the auxiliary power is about the same in both
simulations.
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Vehicle P = f(t), Tutorial Auxiliary Power, only constant power 100kW while braking engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
150
135
120
Active Power [kW]
105
90
75
60
45
30
0
02:00:01.0
02:05:01.0
Station C
Station B
15
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Figure 208 The auxiliary power of course ABCs_02 with constant auxiliary power while braking.
In the 4th simulation the model with constant auxiliary power while braking is used. We can
identify the two time periods while braking and see the 100 kW additional to the 30 kW from
the trailer auxiliary power.
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Vehicle P = f(t), Tutorial Auxiliary Power, only constant resistance 7507.6 Ohm engine auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
150
135
120
Active Power [kW]
105
90
75
60
45
30
0
02:00:01.0
02:05:01.0
Station C
Station B
15
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Vehicle P = f(t), Tutorial Auxiliary Power, only constant resistance 7507.6 Ohm while braking engine
auxiliary
85+400
A/1
10+244
10+260
A/2
TSS_80
9+749
9+770
A/1
TSS_05
0+400
150
135
120
Active Power [kW]
105
90
75
60
45
30
0
02:00:01.0
02:05:01.0
Station C
Station B
15
02:10:01.0
02:15:01.0
02:20:01.0
02:25:01.0
02:30:01.0
02:35:01.0
02:40:01.0
02:45:01.0
Time
P_AUX
Infeed
Figure 209 The auxiliary power of course ABCs_02 with constant engine auxiliary resistance (top) and with constant
auxiliary resistance while braking (bottom).
In Figure 209 we see both resistance auxiliary models used for the simulations. During braking
both curves are exactly the same but during driving they are different.
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5.7.7 Eddy Current Brake Tutorial

In this tutorial we use the eddy current brake together with recovery braking.
We define
the maximum regenerative brake power to 400 kW and
maximum regenerative brake effort to 30 kN.
The parameter for the eddy current brake shall be
30 kN maximum effort,
300 kW maximum power and
10 km/h minimum speed.
As the short trains have less auxiliary power of the trailers we will use only the short trains to
show the effect of the eddy current brake.
To see the effect of the eddy current brake we do two simulations, one without and one with
eddy current brake.
5.7.7.1.1 OpenTrack
Select only the course ABCs_02 and CBAs_02 with short trains.
In the *.opnengine file we need to specify the maximum braking power and effort as well as
the eddy current brake parameter, see Figure 210.
Figure 210 Eddy current brake power and brake parameter definition.
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As we use short trains only and they start at 2:00 we have to set the simulation start time to
7200s.
Then we need to set the regenerative brake option and set the use of the eddy current brake
to true for the second simulation.
<Vehicle
eddyCurrentBrake="false" This need to be set to false for the first and to true for the second
simulation.
engineID="Engine1">
<Propulsion
engine="electric"
useAuxPower="true"
regenerativeBrake="maxPower/maxEffort" Set this to use the regenerative brake.
<MeanEfficiency />
</Propulsion>
</Vehicle>
5.7.7.2 Simulation
We will run the simulation only with short trains.
Run both simulations:
2. Change the attribute eddyCurrentBrake in the Project-File to true, give a
meaningful comment in the Project-File and run the simulation.
5.7.7.3 Analysis
AS we are only interested in the values while braking we modify the y-axis maximum value to
0 in Excel.
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Vehicle F = f(v), Tutorial Eddy Current Brake, no eddy brake

0
-40
-80
-120
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
180.0
202.5
225.0
Speed [km/h]
F_requested
F_achieved
Vehicle F = f(v), Tutorial Eddy Current Brake, with eddy brake

0
-40
-80
-120
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
Speed [km/h]
F_requested
F_achieved
Figure 211 The achieved effort by the engine of course ABCs_02 without (top) and with (bottom) eddy current
brake.
As the achieved effort during braking only reflects the portion that is gained through
regenerative braking, we do not see any difference between both simulations here. OpenTrack
will always use the full requested brake effort for the train movement, the remaining portion is
assumed to be brought up by mechanical brakes or eddy current brake in this case.
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Vehicle P = f(v), Tutorial Eddy Current Brake, no eddy brake

6,750
6,000
5,250
Active Power [kW]
4,500
3,750
3,000
2,250
1,500
750
-750
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
180.0
202.5
225.0
Speed [km/h]
P_Panto
Vehicle P = f(v), Tutorial Eddy Current Brake, with eddy brake

7,500
6,750
6,000
Active Power [kW]
5,250
4,500
3,750
3,000
2,250
1,500
750
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
Speed [km/h]
P_Panto
Figure 212 The electrical power by course ABCs_02 without (top) and with (bottom) eddy current brake.
When looking at the electrical power in Figure 212, we can see a difference between the
simulations. The eddy current brake is treated as a special kind of auxiliary supply, active
during braking. Below 10 km/h the eddy current brake is inactive and results are identical
between the two simulations. We can see the 130 kW offset of our constant power auxiliary
supply.
Because of the eddy current brake we see the behaviour of the course ABCs_02 changed from
regenerative to consuming.
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5.7.8 Mean Efficiency Model Tutorial

The mean efficiency model is used for all previous tutorials. Read the AC tutorial in chapter
5.1 for details.
5.7.9 Efficiency Table Model Tutorial

In this tutorial we use the efficiency table model of the engine to describe the efficiency versus
speed.
The engine shall use regenerative braking and the efficiencies for driving and braking shall be
the same.
5.7.9.1.1 OpenTrack
Select only the course ABCl_01 and CBAl_01 with long trains.
We need to add to the *.opnengine file the values for regenerative braking and the efficiency
values for traction and braking.
Figure 213 Propulsion system brake and efficiency parameter.
Speed [km/h]
0
10
Efficiency [%]
40
75
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Speed [km/h]
Issue 2016-09-30
Efficiency [%]
30
50
80
150
250
85
88
91
91
88
Table 17 Efficiency versus speed parameter values.
In the Project-File we need to set only the regenerative brake and to specify the efficiency
model.
<Propulsion
engine="electric"
useAuxPower="true"
regenerativeBrake="maxPower/maxEffort" Set this to use regenerative braking.
<MeanEfficiency />Use this element to specify the efficiency model in the second
simulation by replacing this element with <EfficiencyTable />.
</Propulsion>
</Vehicle>
5.7.9.2 Simulation
We will do two simulations to be able to compare the mean efficiency with the table efficiency
model and using the long trains only.
2. Replace <MeanEfficiency /> with <EfficiencyTable />, give a meaningful
comment in the Project-File and run the simulation.
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5.7.9.3 Analysis
Vehicle = f(v), Tutorial Efficiency Table Model, mean
100
90
80
70
Efficiency [%]
60
50
40
30
20
10
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
180.0
202.5
225.0
Speed [km/h]
_Traction
Vehicle = f(v), Tutorial Efficiency Table Model, table

100
90
80
70
Efficiency [%]
60
50
40
30
20
10
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
Speed [km/h]
_Traction
Figure 214 The efficiencies of course ABCl_01 with mean efficiency (top) and efficiency table model (bottom).
As expected the efficiency of the table model in the 2nd simulation is as defined in Figure 213.
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5.7.10 Single Component Model Tutorial

This tutorial describes the handling of the single component model of the engine, see also
Figure 11. The components of the model are:
Transformer,
Four quadrant chopper,
Traction inverter,
Motor and
Gear.
The efficiencies shall be as in Figure 215. Note that the transformer efficiency is versus current
and the others constant or versus speed. To see the effect of the transformer efficiency we will
run one simulation with a mean transformer efficiency of 98 % and one simulation with the
efficiency as in Figure 215.
We will use the courses with longs trains.
Figure 215 The efficiencies of the engine components.
5.7.10.1
Configuration
5.7.10.1.1
OpenTrack
5.7.10.1.2
OpenPowerNet
We will use the *opnengine- and Project-File from the AC tutorial as the basis.
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In the *.opnengine file we need to define all the efficiencies of the engine model. See the
following tables for the parameter values.
The transformer efficiency shall be defined with mean efficiency of 98% and as table using the
values in Table 18.
Current [A]
Efficiency [1]
0
30
60
105
250
0.4
0.9
0.93
0.98
0.93
Table 18 Transformer efficiency parameter.
Speed [km/h]
Efficiency [1]
0
30
250
0.95
0.97
0.97
Table 19 Four quadrant chopper efficiency parameter.
Speed [km/h]
Efficiency [1]
0
30
60
250
0.88
0.95
0.99
0:98
Table 20 Traction inverter efficiency parameter.
The traction motor efficiency shall be defined as 3D table, see Figure 216. We want to use the
same efficiency for any traction force therefore the values between 0 kN and 250 kN are the
same.
Speed [km/h]
Effort [kN]
250
Efficiency [1]
0.6
0.92
0.95
0.93
0.93
0
0
30
60
105
250
0.6
0.92
0.95
0.93
0.93
Table 21 Traction Motor efficiency parameter.
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Figure 216 The traction motor parameter definition at the engine editor.
The gear ration shall be 1 and the mean efficiency 97.5%.

In the Project file we need to change the efficiency model to Single component.
<Propulsion
engine="electric"
useAuxPower="true"
<SingleComponent This element specifies the efficiency model.
transformer="meanEfficiency" The efficiencies are mean,
fourQuadrantChopperEfficiency="efficiency=f(v)" versus speed,
tractionInverter="efficiency=f(v)" versus speed,
gear="meanEfficiency" mean and
tractionMotor="efficiency=f(v, F)" /> versus speed and force.
</Propulsion>
</Vehicle>
5.7.10.2
Simulation
We will do two simulations to be able to compare two transformer efficiency models and using
the long trains only.
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2. Change the attribute transformer in the Project-File to efficiency=f(I), give a
meaningful comment in the Project-File and run the simulation.
5.7.10.3
Analysis
We shall have a look regarding the efficiency versus speed for both simulations.
Vehicle = f(v), Tutorial Single Component Model, trafo 98% , long trains
100
90
80
70
Efficiency [%]
60
50
40
30
20
10
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
Speed [km/h]
_Traction
_Transformer
Figure 217 The tractive and transformer efficiency of course ABCl_01 versus speed with transformer mean
efficiency.
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Vehicle = f(v), Tutorial Single Component Model, trafo f(I), long trains
100
90
80
70
Efficiency [%]
60
50
40
30
20
10
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
Speed [km/h]
_Traction
_Transformer
Figure 218 The tractive and transformer efficiency of course ABCl_01 versus speed with transformer efficiency
=f(I).
There seems to be a surprising line for the transformer efficiency at 80%. This is because of
the current of about 24A for the whole speed range, see Figure 219.
Vehicle I = f(v), Tutorial Single Component Model, trafo f(I), long trains
300
270
240
210
Current [A]
180
150
120
90
60
30
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
Speed [km/h]
I_Panto
Figure 219 Pantograph current versus speed.
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5.7.11 Engine Energy Storage Tutorial

This tutorial describes the configuration of an engine energy storage. To use engine energy
storage the engine needs to be modelled with regenerative braking because the storage is
only charged by the regenerative braking.
5.7.11.1
Configuration
5.7.11.1.1
OpenTrack
5.7.11.1.2
OpenPowerNet
We will use the *opnengine- and Project-File from the DC tutorial in chapter 5.4 as the basis.
The engine model has to be extended by regeneration and the storage modelling.
Figure 220 Brake power (top) and storage parameter definition (bottom).
The Project-File is copied from the DC tutorial and adapted for the engine propulsion model.
The engine energy storage shall be modelled for charging as saver (higher priority of charging
then recovering) and discharging as traction ratio. See chapter 4.4.7.2 on page 64 for the
detailed description of engine energy storage.
name="Tutorial Engine Storage" The project name should be changed as well as the
comment="saver 50kW" comment to distinguish this simulation.
record2DB="true"
<ATM>
<Vehicles>
<Propulsion
engine="electric"
supply="DC 3000V"
tractiveCurrentLimitation="I=f(U)"
useAuxPower="true"
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regenerativeBrake="maxPower/maxEffort" This has to be changed!
tractiveEffort="maxPower/maxTractEffort"
retryRecovery="true" This and
recoveryMode="U_source"> this attributes are added.
<MeanEfficiency />
</Propulsion>
<Storage The storage element is new.
use="true"
name="S" This references to the storage name S in *.opnengine File.
loadModel="saver"
efficiency="meanEfficiency"
shareLoad_percent="100"
shareUnload_percent="100"
unloadModel="storage_P_traction_ratio"
initialLoad_kWh="0"
tractionRatio="0.1" />
</Vehicle>
</Vehicles>
5.7.11.2
Simulation
We will do one simulation using the long trains only.

5.7.11.3
Analysis
We use Excel Tools Compare two Engines and One Engine Energy Storage.
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Vehicle v = f(t), Tutorial DC Network, default

85+400
A/1
10+246
10+254
A/2
TSS_80
9+740
9+761
A/1
TSS_05
0+400
225.0
202.5
180.0
157.5
Speed [km/h]
135.0
112.5
90.0
67.5
45.0
0.0
01:00:01
Station C
Station B
22.5
01:10:01
01:20:01
01:30:01
01:40:01
01:50:01
02:00:01
01:50:01
02:00:01
Time
v
Infeed
Vehicle v = f(t), Tutorial Engine Storage, saver 50kW

85+400
A/1
10+246
10+254
A/2
TSS_80
9+740
9+761
A/1
TSS_05
0+400
225.0
202.5
180.0
157.5
Speed [km/h]
135.0
112.5
90.0
67.5
0.0
01:00:01
Station C
22.5
Station B
45.0
01:10:01
01:20:01
01:30:01
01:40:01
Time
v
Infeed
Figure 221 Comparing the speed of the courses without (top) and with engine energy storage (bottom).
The speed of the course with energy storage is higher between 01:33 and 01:42 because the
limited current due to low voltage is compensated by discharging of the energy storage.
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Vehicle E = f(t), Tutorial Engine Storage, saver 50kW

85+400
A/1
10+246
10+254
A/2
TSS_80
9+740
9+761
A/1
TSS_05
0+400
75.0
67.5
60.0
52.5
Energy [kWh]
45.0
37.5
30.0
22.5
15.0
0.0
01:00:01
Station C
Station B
7.5
01:10:01
01:20:01
01:30:01
01:40:01
01:50:01
02:00:01
01:50:01
02:00:01
Time
E_Storage
Infeed
Vehicle P = f(t), Tutorial Engine Storage, saver 50kW

85+400
A/1
10+246
10+254
A/2
TSS_80
9+740
9+761
A/1
TSS_05
0+400
3,600
3,200
2,800
2,400
Power [kW]
2,000
1,600
1,200
800
-400
01:00:01
Station C
Station B
400
01:10:01
01:20:01
01:30:01
01:40:01
Time
P_Storage
Infeed
Figure 222 The stored energy and power demand of the energy storage.
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5.7.12 Electric + Diesel hauled trains Tutorial

OpenPowerNet does not have a dedicated diesel engine model but it is still possible to model
an engine considered in OT but not in OPN. In this tutorial it is described how to model a train
hauled by an electric as well as a diesel engine.
The diesel engine will be modelled as engine with 0 A constant current. As the pantograph
voltage for this engine is also recorded it is suggested to place the diesel engine close to the
electrical engine. This is done by defining the position of the engines in OpenTrack train
configuration. The diesel engine shall be close to the electrical engine as for the Panto-Voltage
diagrams all panto voltages, also from the work around diesel engine model, are used!
5.7.12.1
Configuration
5.7.12.1.1
OpenTrack
The basis is the AC tutorial of chapter 5.1 at page 121. The diesel engine will be added and
the train configuration needs to be amended as well.
Copy the OTData folder to this tutorial and modify as follow.
Create a new engine Diesel according Figure 223, the tractive effort is half of Engine1.
Figure 223 The diesel engine configuration in OpenTrack.
Add the Diesel engine to train Train long and rename to E+D Train long, see Figure 224.
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Figure 224 Train configuration of the electric + diesel hauled train in OpenTrack.
5.7.12.1.2
OpenPowerNet
The diesel engine shall be modelled as a constant current engine with 0 A constant current.
Take the *.opnengine file from the AC Tutorial as basis and add engine Diesel as follow in
Figure 225.
Figure 225 Diesel engine parameter.
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Take the Project-File from the AC Tutorial as basis and add engine Diesel as follow:
<Vehicle engineID="Diesel" eddyCurrentBrake="false">
<Propulsion supply="AC 25kV 50Hz" tractiveCurrentLimitation="none" regenerativeBrake="none"
engine="electric" tractiveEffort="maxPower/maxTractEffort" useAuxPower="false"
brakeCurrentLimitation="none" fourQuadrantChopperPhi="none"
constantCurrent_A="0.0">
<MeanEfficiency />
</Propulsion>
</Vehicle>
Dont forget to change the project name.
5.7.12.1.3
Simulation
Run the simulation as usual with the long trains only.
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5.7.12.1.4
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Analysis
Vehicle F = f(s), Tutorial Electric + Diesel, default
TSS_80
A/1
85+400
9+731
10+248
A/2
9+752
10+257
A/1
TSS_05
0+400
275.0
247.5
220.0
192.5
165.0
137.5
110.0
82.5
55.0
0.0
0.400
10.400
Station C
Station B
27.5
20.400
30.400
40.400
50.400
60.400
70.400
80.400
70.400
80.400

F_achieved
Infeed
Vehicle F = f(s), Tutorial Electric + Diesel, default

TSS_80
A/1
85+375
9+748
10+242
A/2
9+768
10+253
A/1
TSS_05
0+400
150
120
90
60
30
-30
-60
-150
0.400
10.400
Station C
-120
Station B
-90
20.400
30.400
40.400
50.400
60.400

F_achieved
Infeed
Figure 226 The tractive effort versus distance of an electric (top) and diesel (bottom) hauled train.
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5.8
User Manual
Issue 2016-09-30
Network Model Tutorials
In the following tutorials we will focus on advanced network configuration.
5.8.1 Substations Tutorial

In this tutorial we will create a substation with two transformers. Each transformer shall have a
busbar and connectors between them. The substation shall be same as in Figure 227 but with
two winding transformers. The infeeds shall be at km 5+000 and km 6+000.
At 1:04:30 one transformer shall be disconnected and at 1:05:00 the other shall feed the left
and the right section.
Transformer Substation
Isource
Isource
Ytr_source
Y tr_source
Ytr_source
Y tr_source
sw tr_ocs
sw tr_rails
sw tr_negative
sw tr_negative
negative feeder
sw
sw
rails
feeder rails
negative feeder
sw
sw
Y
OCS
feeder ocs
sw
feeder rails
sw
bus bars
sw
feeder ocs
Isource
sw tr_ocs
sw tr_rails
bus bar connectors

with switches
bus bars
Isource
sw
sw
Y
Y
negativeFeeder
Figure 227 A substation with two transformers, busbars and busbar connection.
Figure 228 The wrong configuration of the feeder from substation to the line.
In Figure 228 the sum of the conductor current will not be zero because connectors are parallel
to conductors and allow the current to bypass the conductor. See the constraints listed in
chapter 4.3.1.
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Figure 229 The correct configuration of the substation with all infeeds at the same slice.
To see the effect of the wrong and the correct configuration we run both simulations and record
all currents and voltages between km 0+000 and km 9+000.
5.8.1.1.1 OpenTrack
For this tutorial we dont need to change the *.opnengine file.
As there are two different configurations we will have two Project-Files. One Project-File with
the wrong configuration same as in Figure 228 and one Project-File with the correct
configuration same as in Figure 229.
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First we create the Project-File with the wrong configuration. The substation TSS_05 shall be
adapted and the network shall be split at km 5+100 by adding isolators in the messenger and
contact wire.
First we add the isolators to the line. The XML snippet below is nested in the element Line.
<Isolators>
<ConductorIsolator>
<Position km="5.1" trackID="1" condName="CW" />
<ConductorIsolator>
<Position km="5.1" trackID="1" condName="MW" />
</Isolators>
Next is to add the second transformer to TSS_05 and to add the infeeds.
<OCSBB
bbName="OCS_BB_1" The new busbar name.
z_real_Ohm="0.001"
z_imag_Ohm="0">
<Switch name="TSS_05_T1_OCS" defaultState="close" />
</OCSBB>
<RailsBB
bbName="Rails_BB_1" The new busbar name.
z_real_Ohm="0.001"
z_imag_Ohm="0">
<Switch name="TSS_05_T1_Rails" defaultState="close" />
</RailsBB>
</TwoWindingTransformer> This is the second transformer with the same properties as T1.
<OCSBB bbName="OCS_BB_2" z_real_Ohm="0.001" z_imag_Ohm="0">
</OCSBB>
<RailsBB bbName="Rails_BB_2" z_real_Ohm="0.001" z_imag_Ohm="0">
</RailsBB>
<Busbars>
<OCSBB bbName="OCS_BB_1"> Change the name to make a unique busbar name.
<Switch defaultState="close" name="TSS_05_OCS_Feeder_5.0" />
</Connector>
</OCSBB>
<RailsBB bbName="Rails_BB_1"> Change the name to make a unique busbar name.
<Switch defaultState="close" name="TSS_05_Rails_Feeder_5.0" />
</Connector>
</RailsBB>
<OCSBB bbName="OCS_BB_2">
<Switch defaultState="close" name="TSS_05_OCS_Feeder_6.0" ></Switch>
</Connector>
</OCSBB>
<RailsBB bbName="Rails_BB_2">
</Connector>
</RailsBB>
</Busbars>
Here the busbar connectors including switches:
<OCSBBConnector z_imag_Ohm="0.0" z_real_Ohm="0.001">
<BusbarFrom bbName="OCS_BB_1" />
<BusbarTo bbName="OCS_BB_2" />
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<Switch defaultState="open" name="TSS_05_OCS_BB" />

</OCSBBConnector>
<RailsBBConnector z_imag_Ohm="0.0" z_real_Ohm="0.001">
<BusbarFrom bbName="Rails_BB_1" />
<BusbarTo bbName="Rails_BB_2" />
<Switch defaultState="open" name="TSS_05_Rails_BB" />
</RailsBBConnector>
</Substation>
To minimise the recorded data we will record voltages and currents only from km 0+000 to
km 9+000.
<Lines recordCurrent="true" recordVoltage="true"> Set both attributes to true.
<Line name="A" maxSliceDistance_km="1.0">
<Conductors> Split the ToProperty at km 9+000 and set the recording to false until the end
of the line.
<StartPosition condName="MW" trackID="1" km="0" />
<ToProperty toPos_km="9" equivalentRadius_mm="3.45" r20_Ohm_km="0.2311"
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="0" y_m="6.9" />
<ToProperty toPos_km="85.4" recordCurrent="false" recordVoltage="false" />
</Conductor>
<StartPosition condName="CW" trackID="1" km="0" />
</Conductor>
<StartPosition condName="RL" trackID="1" km="0" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="-0.75" y_m="0" />
</Conductor>
<StartPosition condName="RR" trackID="1" km="0" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="0.75" y_m="0" />
</Conductor>
<StartPosition condName="MW" trackID="2" km="9.750" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="10" y_m="6.9"
recordCurrent="false" recordVoltage="false" />
</Conductor>
<StartPosition condName="CW" trackID="2" km="9.750" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.00385" x_m="10" y_m="5.3"
</Conductor>
<StartPosition condName="RL" trackID="2" km="9.750" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="9.25" y_m="0"
</Conductor>
<StartPosition condName="RR" trackID="2" km="9.750" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="10.75" y_m="0"
</Conductor>
<StartPosition condName="E" trackID="1" km="0" />
<ToProperty toPos_km="9" equivalentRadius_mm="465000" r20_Ohm_km="0.0494"
temperature_DegreeCentigrade="20" temperatureCoefficient="0" x_m="0" y_m="-465.0" />
</Conductor>
</Conductors>
Set the recording option for the connector slices and leakage to false.
<ConnectorSlices recordCurrent="false" recordVoltage="false">
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...
<Leakages recordCurrent="false" recordVoltage="false">
After we finished the wrong configuration we will do the right configuration. Copy the just
created Project-File and add the following:
Add both Feeder and ReturnFeeder conductors left and right of the substation.
<Conductor condSort="Feeder"> The left feeder with the properties same as a rail.
<StartPosition condName="LF_l" trackID="1" km="5" />
<ToProperty
toPos_km="5.1"
equivalentRadius_mm="3.45"
r20_Ohm_km="0.2311"
x_m="-4" Make sure to set the cross section for each conductor to a unique location.
y_m="0" />
</Conductor>
<Conductor condSort="Feeder"> The right feeder,
<StartPosition condName="LF_r" trackID="1" km="5.1" />
</Conductor>
<Conductor condSort="ReturnFeeder"> left return feeder and
<StartPosition condName="RF_l" trackID="1" km="5" />
</Conductor>
<Conductor condSort="ReturnFeeder"> right return feeder.
<StartPosition condName="RF_r" trackID="1" km="5.1" />
</Conductor>
Then we need to connect the new conductors with the contact wire and rail at km 5+000
respective km 6+000:
<Connector name="" z_real_Ohm="0.0001" z_imag_Ohm="0">
<ConductorFrom condName="LF_l" lineID="A" trackID="1" km="5"
<ConductorTo condName="CW" lineID="A" trackID="1" km="5" />
</Connector>
<ConductorFrom condName="RF_l" lineID="A" trackID="1" km="5"
<ConductorTo condName="RR" lineID="A" trackID="1" km="5" />
</Connector>
<ConductorFrom condName="LF_r" lineID="A" trackID="1" km="6"
</Connector>
<ConductorFrom condName="RF_r" lineID="A" trackID="1" km="6"
</Connector>
/>
/>
/>
/>
Finally all infeeds from the substation need to be connected at km 5+100 to the Feeder and
ReturnFeeder conductors.
<Busbars>
<Position condName="LF_l" lineID="A" trackID="1" km="5.1" />
</Connector>
</OCSBB>
<Position condName="RF_l" lineID="A" trackID="1" km="5.1" />
</Connector>
</RailsBB>
<Position condName="LF_r" lineID="A" trackID="1" km="5.1" />
<Switch defaultState="close" name="TSS_05_OCS_Feeder_6.0"></Switch>
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</Connector>
</OCSBB>
<Position condName="RF_r" lineID="A" trackID="1" km="5.1" />
</Connector>
</RailsBB>
</Busbars>
5.8.1.2 Simulation
First we run the wrong and then the correct simulation with long trains only. Note the message
in OPN-PSC console at the beginning of the simulation. You can see which number of currents
and voltages are recorded to the database.
5.8.1.3 Analysis
For analysis we will use the Excel tool Current, I_total=f(s) and Voltage, U=f(s). In the latter
please set the option Use Sign to NO.
I_total = f(s)
200000.000
180000.000
160000.000
140000.000
I [A]
120000.000
100000.000
80000.000
60000.000
40000.000
20000.000
0.000
0+000
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
s [km]
I_total_real [A]
I_total_imag [A]
Figure 230 The sum of the conductor current for each section and all time steps with the wrong configuration.
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I_total = f(s)
2.000
1.800
1.600
1.400
I [A]
1.200
1.000
0.800
0.600
0.400
0.200
0.000
0+000
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
s [km]
I_total_real [A]
I_total_imag [A]
Figure 231 The sum of the conductor current for each section and all time steps with the correct configuration.
When we compare both diagrams above we can see the wrong configuration results in a
current sum much higher than 0 A. In Figure 231 the resulting current is almost 0 A. The current
is not exact 0 A due to numeric rounding during the calculation and analysis.
Rail-Earth Potential (max), Network Tutorial Substation, wrong
Line A, Track 1, km 0+000 to 9+000, 01:28:36 - 01:28:37
TSS_05
TSS_05
150
135
120
105
Voltage [V]
90
75
60
45
15
0
0+000
Station A
30
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
Position [km]
|U_RL|
|U_RR|
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Isolator
Figure 232 The touch voltage between the rails and earth as result of the wrong configured network at 1:28:36.
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Rail-Earth Potential (max), Network Tutorial Substation, correct

Line A, Track 1, km 0+000 to 9+000, 01:28:36 - 01:28:37
TSS_05
150
135
120
105
Voltage [V]
90
75
60
45
15
0
0+000
Station A
30
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
Position [km]
|U_RL|
|U_RR|
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Isolator
Figure 233 The touch voltage between the rails and earth as result of the correct configured network at 1:28:36.
The two figures above show the resulting voltages of the earth conductor and rails at 1:28:36.
At this time the course CBAl_01 is close to TSS_05. The rail RL has the same voltage as RR
because both are connected by very low resistances and therefore not visible.
The difference between both configurations is significant not only but also for the touch voltage.
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Rail-Earth Potential, Network Tutorial Substation, wrong

Line A, Track 1, km 0+000 to 9+000, 01:00:00 - 01:48:54
TSS_05
TSS_05
150
135
120
105
Voltage [V]
90
75
60
45
15
Station A
30
0
0+000
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
Position [km]
|U_RL|_max
|U_RL|_max_mean_300s
|U_RR|_max
|U_RR|_max_mean_300s
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Isolator
Rail-Earth Potential, Network Tutorial Substation, correct

Line A, Track 1, km 0+000 to 9+000, 01:00:00 - 01:48:54
TSS_05
150
135
120
105
Voltage [V]
90
75
60
45
15
0
0+000
Station A
30
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
Position [km]
|U_RL|_max
|U_RL|_max_mean_300s
|U_RR|_max
|U_RR|_max_mean_300s
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Isolator
Figure 234 The maximum touch voltage for the whole simulation is different as well, the wrong (top) configuration
and correct configuration (bottom) is shown.
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5.8.2 Neutral Zone Tutorial

In this tutorial a 2AC system with neutral zone will be created. The basic 2AC tutorial was
simpler without a neutral zone.
The neutral zone shall be at TSS_05 from km 4+800 to km 5+200 and it shall be possible to
feed from one feeding section via the neutral zone to the other feeding section. Furthermore
we add an autotransformer station at km 0+000, see Figure 235.
TSS_5
ATS_0
ATS_80
T2
T1
T1
sw
sw
sw
T1
sw
sw
sw
sw
sw
sw
sw
sw
sw
sw
sw
ocs
neutral zone
rails
sw
sw
80+000
5+300
5+200
4+800
4+700
0+000
negative
feeder
Figure 235 The electrical network model.
To fulfil the constraint that the current sum in each section is always 0 A, the neutral zone
configuration shall look like in Figure 236.
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Figure 236 The configuration of a neutral zone of a 2AC system.
5.8.2.1.1 OpenTrack
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We will use the *opnengine- and correct Project-File from the Substation tutorial in chapter
5.8.1 as the basis.
First of all we need to add the negative feeder from km 0+000 to km 84+500.
<StartPosition condName="NF" trackID="1" km="0" />
<ToProperty
toPos_km="9"
equivalentRadius_mm="8.4"
r20_Ohm_km="0.1188"
x_m="-4"
y_m="9" />
<ToProperty toPos_km="80" recordCurrent="false" recordVoltage="false" />
</Conductor>
Next we change the Feeder and ReturnFeeder and add the NegativeFeeder conductors
parallel to the neutral zone.
Note: The parallel conductors are from km 4+700 to km 5+000 and from km 5+000 to
km 5+300.
<StartPosition condName="TSS_05_F_l" trackID="1" km="4.7" />
temperature_DegreeCentigrade="20" temperatureCoefficient="0.004" x_m="-4" y_m="0" />
</Conductor>
<StartPosition condName="TSS_05_F_r" trackID="1" km="5" />
</Conductor>
<StartPosition condName="TSS_05_RF_l" trackID="1" km="4.7" />
</Conductor>
<StartPosition condName="TSS_05_RF_r" trackID="1" km="5" />
</Conductor>
Following the two new negative feeder conductors.
<StartPosition condName="TSS_05_NF_l" trackID="1" km="4.7" />
</Conductor>
<StartPosition condName="TSS_05_NF_r" trackID="1" km="5" />
</Conductor>
The changed and added conductors need to be connected to the line. Therefore we need to
change and add new connectors.
<ConductorFrom condName="TSS_05_F_l" lineID="A" trackID="1" km="4.7" />
<ConductorTo condName="CW" lineID="A" trackID="1" km="4.7" />
</Connector>
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<ConductorFrom condName="TSS_05_F_r" lineID="A" trackID="1" km="5.3" />

</Connector>
<ConductorFrom condName="TSS_05_RF_l" lineID="A" trackID="1" km="4.7" />
<ConductorTo condName="RR" lineID="A" trackID="1" km="4.7" />
</Connector>
<ConductorFrom condName="TSS_05_RF_r" lineID="A" trackID="1" km="5.3" />
</Connector>
These are the connectors to the new negative feeder.
<ConductorFrom condName="TSS_05_NF_l" lineID="A" trackID="1" km="4.7" />
<ConductorTo condName="NF" lineID="A" trackID="1" km="4.7" />
</Connector>
<ConductorFrom condName="TSS_05_NF_r" lineID="A" trackID="1" km="5.3" />
<ConductorTo condName="NF" lineID="A" trackID="1" km="5.3" />
</Connector>
Instead of isolators we now use conductor switches. Remove the Isolators and add the XMLsnippet below.
<Switches>
<ConductorSwitch>
<Switch defaultState="open" name="TSS_05_4.8_CW"
</ConductorSwitch>
<ConductorSwitch>
<Switch defaultState="open" name="TSS_05_4.8_MW"
</ConductorSwitch>
<ConductorSwitch>
<Switch defaultState="open" name="TSS_05_4.8_NF"
<Position km="4.8" trackID="1" condName="NF" />
</ConductorSwitch>
<ConductorSwitch>
<Switch defaultState="open" name="TSS_05_5.2_CW"
</ConductorSwitch>
<ConductorSwitch>
<Switch defaultState="open" name="TSS_05_5.2_MW"
</ConductorSwitch>
<ConductorSwitch>
<Switch defaultState="open" name="TSS_05_5.2_NF"
<Position km="5.2" trackID="1" condName="NF" />
</ConductorSwitch>
</Switches>
/>
/>
/>
/>
/>
/>
After we have done the line configuration we need to add and adapt the substations.
First we add the autotransformer station ATS_0 at km 0+000.
<Substation name="ATS_0">
<Autotransformer name="T1" nomPower_MVA="5" nomPrimaryVoltage_kV="55"
nomSecondaryVoltage_kV="27.5" noLoadLosses_kW="5" loadLosses_kW="10"
<Switch name="ATS_0_T1_OCS" defaultState="close" />
</OCSBB>
<Switch name="ATS_0_T1_Rails" defaultState="close" />
</RailsBB>
<Switch name="ATS_0_T1_NF" defaultState="close" />
</NegativeFeederBB>
</Autotransformer>
<Busbars>
<Connector name="ATS_0_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
</Connector>
</OCSBB>
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<Connector name="ATS_0_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
</Connector>
</RailsBB>
<Connector name="ATS_0_NF_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="NF" lineID="A" trackID="1" km="0" />
</Connector>
</NegativeFeederBB>
</Busbars>
</Substation>
The TSS_80 shall be replaced by the ATS_80 with same parameter as ATS_0 but connected
to the line at km 80+000.
The TSS_05 get now two transformers, 6 busbars and 3 busbar connectors, see the XML
snippet below.
<ThreeWindingTransformer name="T1" nomPower_MVA="10" nomPrimaryVoltage_kV="115"
nomSecondaryVoltage_kV="55" noLoadLosses_kW="6.5" loadLosses_kW="230"
</OCSBB>
</RailsBB>
<NegativeFeederBB bbName="NF_BB_1" z_real_Ohm="0.001" z_imag_Ohm="0">
<Switch name="TSS_05_T1_NF" defaultState="close" />
</NegativeFeederBB>
<ThreeWindingTransformer name="T2" nomPower_MVA="10" nomPrimaryVoltage_kV="115"
nomSecondaryVoltage_kV="55" noLoadLosses_kW="6.5" loadLosses_kW="230"
</OCSBB>
</RailsBB>
<NegativeFeederBB bbName="NF_BB_2" z_real_Ohm="0.001" z_imag_Ohm="0">
<Switch name="TSS_05_T2_NF" defaultState="close" />
</NegativeFeederBB>
<Busbars>
<Connector name="TSS_4.7_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="TSS_05_F_l" lineID="A" trackID="1" km="5" />
</Connector>
</OCSBB>
<Connector name="TSS_05.3_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="TSS_05_F_r" lineID="A" trackID="1" km="5" />
</Connector>
</OCSBB>
<Connector name="TSS_4.7_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="TSS_05_RF_l" lineID="A" trackID="1" km="5" />
</Connector>
</RailsBB>
<Connector name="TSS_05.3_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="TSS_05_RF_r" lineID="A" trackID="1" km="5" />
</Connector>
</RailsBB>
<NegativeFeederBB bbName="NF_BB_1">
<Connector name="TSS_4.7_NF_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="TSS_05_NF_l" lineID="A" trackID="1" km="5" />
</Connector>
</NegativeFeederBB>
<NegativeFeederBB bbName="NF_BB_2">
<Connector name="TSS_05.3_NF_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
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<Position condName="TSS_05_NF_r" lineID="A" trackID="1" km="5" />

</Connector>
</NegativeFeederBB>
</Busbars>
<OCSBBConnector z_imag_Ohm="0.0" z_real_Ohm="0.001">
<BusbarFrom bbName="OCS_BB_1" />
<BusbarTo bbName="OCS_BB_2" />
<Switch defaultState="open" name="TSS_05_OCS_BB" />
</OCSBBConnector>
<RailsBBConnector z_imag_Ohm="0.0" z_real_Ohm="0.001">
<BusbarFrom bbName="Rails_BB_1" />
<BusbarTo bbName="Rails_BB_2" />
<Switch defaultState="open" name="TSS_05_Rails_BB" />
</RailsBBConnector>
<NegativeFeederBBConnector z_imag_Ohm="0.0" z_real_Ohm="0.001">
<BusbarFrom bbName="NF_BB_1" />
<BusbarTo bbName="NF_BB_2" />
<Switch defaultState="open" name="TSS_05_NF_BB" />
</NegativeFeederBBConnector>
</Substation>
5.8.2.2 Simulation
Run the simulation using the long trains.
5.8.2.3 Analysis
After the simulation we will check the total current sum at each section and for all time steps.
For this we use the Excel tool Current, I_total=f(s). Furthermore we want to check the effect
of the neutral zone to the speed of the course.
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I_total = f(s)
2.500
2.000
I [A]
1.500
1.000
0.500
0.000
0+000
1+000
2+000
3+000
4+000
5+000
6+000
7+000
8+000
9+000
9+000
10+000
s [km]
I_total_real [A]
I_total_imag [A]
I_total = f(s)
0.700
0.600
0.500
I [A]
0.400
0.300
0.200
0.100
0.000
0+000
1+000
2+000
3+000
4+000
I_total_real [A]
5+000
s [km]
6+000
7+000
8+000
I_total_imag [A]
Figure 237 The sum of the current per section of the whole simulation period.
As we can see from Figure 237 the maximum total current sum is about 2.3 A in the area of
the neutral zone. This may look like a lot but as the simulation runs from 1:00:00 until 1:49:08
in time steps of 1s the number of time steps is 2948. To get the average total current sum per
time step we divide 2.3 A by 2948. The result is 0.8 mA and this is very close to 0 A in the
context of railway power supplies. Therefore the model of the neutral zone is correct.
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Vehicle v = f(s), Network Tutorial Neutral Zone, BB connectors, conductor switches

ATS_80
A/1
85+400
9+735
10+246
A/2
9+756
10+254
A/1
TSS_05
0+400
225.0
202.5
180.0
157.5
Speed [km/h]
135.0
112.5
90.0
67.5
0.0
0.400
10.400
Station C
22.5
Station B
45.0
20.400
30.400
40.400
50.400
60.400
70.400
80.400

v
Infeed
Switch
Figure 238 The speed versus location of course ABCl_01.
In the diagram above we can see the speed is slightly reduced in the area of the neutral zone
near km 5+000. This is because there is no power supply available in the neutral zone and the
train is coasting.
Usually the courses are powered off before and powered on after they have passed the neutral
zone. This power off and on may be modelled in OpenTrack using power signals. Please see
the OpenTrack documentation for details.
5.8.3 AC-DC Networks Tutorial

In this tutorial we will create a project file with two independent power supply areas. The
engines shall have two different propulsion systems. One propulsion system shall be for 25 kV
50 Hz and the other for 3 kV DC.
Engine Property
Fmax
Pmax
AC
250 kN
5.56 MW
DC
200 kN
3.89 MW
Table 22 The engine properties of the AC-DC tutorial.
Network Property
Substation
Chainage
Line feeder
AC
km 45+000
track 1 from km 9+750 to
km 85+400
none
DC
km 5+000
track 1 from km 0+000 to
km 9+750 and track 2 from
km 9+750 to km 10+250
yes from km 0+000 to
km 9+750
Table 23 The network properties of the AC-DC tutorial.
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5.8.3.1.1 OpenTrack
The bases are the configuration files from the AC tutorial in chapter 5.1.
We need to:
Change the propulsion system of the infrastructure (Figure 239) and
Add the 3 kV DC propulsion system to Engine1 (Figure 240).
Figure 239 The OpenTrack infrastructure indicating the AC (blue) and DC (orange) power supply system.
Figure 240 The engine configuration in OpenTrack with two propulsion systems.
In OpenPowerNet we need also both propulsion systems in order to run the same engine on
both propulsion systems.
The basis shall be the *.opnengine file from the AC tutorial in chapter 5.1. To this engine file
we add the DC propulsion system with the properties listed in Table 22, see Figure 241.
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Figure 241 Configuration parameter of the DC propulsion system.
As the basis we will use the Project-File from the AC tutorial in chapter 5.1.
First we add the configuration of the DC propulsion system to the engine.
<Propulsion engine="electric" supply="DC 3000V" brakeCurrentLimitation="none"
tractiveCurrentLimitation="none" useAuxPower="true" fourQuadrantChopperPhi="none"
regenerativeBrake="none" tractiveEffort="maxPower/maxTractEffort">
<MeanEfficiency />
</Propulsion>
It is the same as for AC but the attribute supply has a different value.
Second is the configuration of the electrical networks.
The DC network:
<Network name="A-B" use="true"
voltage_kV="3" Set the voltage and
frequency_Hz="0" frequency for DC.
recordVoltage="true" recordCurrent="true">
<Lines recordCurrent="false+sub" recordVoltage="false+sub">
<Conductors> First the conductors for track 1 from km 0+000 to km 9+750.
<StartPosition condName="LF" trackID="1" km="0" />
</Conductor>
</Conductor>
</Conductor>
</Conductor>
</Conductor> Then the conductors for track 2 from km 9+750 to km 10+250.
</Conductor>
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</Conductor>
</Conductor>
</Conductor> Last but not least the earth wire.
</Conductor>
</Conductors>
<ConnectorSlices>
<ConductorFrom condName="RL" trackID="1" />
<ConductorTo condName="RR" trackID="1" />
</Connector>
</ConnectorSlice>
</Connector>
</ConnectorSlice> line feeder to contact wire.
<ConnectorSlice name="line feeder to CW" firstPos_km="0" lastPos_km="9.750"
<ConductorFrom condName="LF" trackID="1" />
<ConductorTo condName="CW" trackID="1" />
</Connector>
</ConnectorSlice>
</ConnectorSlices>
<Leakages> The leakages for both tracks.
The connectors between contact and messenger wire and

</Leakage>
</Leakage>
<ConductorTo condName="E" trackID="1" />
</Leakage>
<ConductorFrom condName="RR" trackID="1" />
</Leakage>
</Leakage>
</Leakage>
</Leakages>
</Line>
</Lines> These are the connectors from track 1 to track 2 conductors.
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<Connectors recordCurrent="false+sub" recordVoltage="false+sub">

<ConductorFrom condName="MW" lineID="A" trackID="1" km="9.750" />
<ConductorTo condName="MW" lineID="A" trackID="2" km="9.750" />
</Connector>
<ConductorFrom condName="CW" lineID="A" trackID="1" km="9.750" />
</Connector>
<ConductorFrom condName="RL" lineID="A" trackID="1" km="9.750" />
<ConductorTo condName="RL" lineID="A" trackID="2" km="9.750" />
</Connector>
<ConductorFrom condName="RR" lineID="A" trackID="1" km="9.750" />
</Connector>
</Connectors>
<Substations>
<Substation name="TSS_05"> The substation at km 5+000 with rectifier.
<Rectifier name="R1" internalResistance_Ohm="0.01" nomVoltage_kV="3.3"
<OCSBB bbName="OCS_BB" z_real_Ohm="0.001" z_imag_Ohm="0" />
<RailsBB bbName="Rails_BB" z_real_Ohm="0.001" z_imag_Ohm="0" />
</Rectifier>
<Busbars>
</Connector>
<Connector name="TSS_05_LF_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="LF" lineID="A" trackID="1" km="5" />
</Connector>
</OCSBB>
</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
<Earth condName="E" lineID="A" trackID="1" km="0" />
</Network>
The AC network:
<Network name="B-C" use="true"
voltage_kV="25" The nominal voltage and
frequency_Hz="50" frequency for the AC network.
recordVoltage="true" recordCurrent="true">
<Lines recordCurrent="false+sub" recordVoltage="false+sub">
<Conductors> The conductors for track 1 from km 9+750 to km 85+400.
</Conductor>
</Conductor>
</Conductor>
</Conductor>
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<StartPosition condName="E" trackID="1" km="9.750" />
</Conductor>
</Conductors>
<ConnectorSlices>
</Connector>
</ConnectorSlice>
</ConnectorSlices>
<Leakages> The leakages for the track.
The connectors between contact and messenger wire.
<ConductorTo trackID="1"condName="MW" />
</Leakage>
</Leakage>
</Leakage>
</Leakages>
</Line>
</Lines>
<Substations> The substation at km 45+000 with two winding transformer.
</OCSBB>
</RailsBB>
<Busbars>
</Connector>
</OCSBB>
</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
<Earth condName="E" lineID="A" trackID="1" km="9.750" />
</Network>
5.8.3.2 Simulation
Run the simulation with long trains only.
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5.8.3.3 Analysis
Vehicle F = f(v), Tutorial AC-DC Networks, long trains, TSS_45
AC-DC, Aggregation Engine, 00 01:00:00 - 100 00:00:00
375
300
225
150
75
-75
-150
-225
-300
-375
0.0
22.5
45.0
67.5
90.0
112.5
135.0
157.5
180.0
202.5
225.0
Speed [km/h]
F_requested
F_achieved
Figure 242 The effort of the engines in the DC and AC network.
In the diagram above we can see the two different effort versus speed characteristics very well.
The upper curve belongs to the AC and the lower one to the DC propulsion system.
Vehicle U,I = f(s), Tutorial AC-DC Networks, long trains, TSS_45
AC-DC, Course ABCl_01, Engine 1/1, 01:00:01 - 01:49:12
29,250
1,800
26,000
1,600
22,750
1,400
19,500
1,200
16,250
1,000
13,000
800
9,750
600
6,500
400
3,250
200
0
0.400
Station C
Current [A]
85+400
TSS_45
TSS_05
A/1
Station B
Voltage [V]
A/1
9+740
10+250
A/2
9+761
10+257
2,000
0+400
32,500
10.400
20.400
30.400
40.400
50.400
60.400
70.400
80.400

|U_Panto|
Infeed
I_Panto
Figure 243 The line voltage and current at pantograph of course ABCl_01.
Figure 243 shows the curves for voltage and current in both electrical networks. The line
voltage of the two systems is significantly different and the location of the system change can
be seen.
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5.8.4 Network with Multiple Lines, Points and Crossings Tutorial

In This tutorial we will create an OpenTrack infrastructure with two lines and multiple points
and one crossing. For the simulation of the electrical power supply we create a network also
with two lines and 3 substations.
Figure 244 The OpenTrack infrastructure with chainage, line and track names.
Property
Signal
Timetable
Value
km 29+600 track 2: set sight distance to 10000m
Course
Station A
Station B
Station C
Start
Stop 300s,
ABCl_0100
Terminate
01:00:00
track 2
Stop 600s,
Start
CBAl_0100
Terminate
track 1
01:00:00
Stop 60s,
DBAl_1000
Terminate
track 3
ABDl_0110
DBAl_1015
Start
01:10:00
Terminate
Stop 60s,
track 2
Stop 60s,
track 2
Station D
Start
01:00:00,
track 1
Terminate,
track 2
Start
01:15:00,
track 1
Table 24 OpenTrack infrastructure properties and timetable.
Property
Substation
Power system
Line A
km 5+000 & km 25+000
25 kV 50 Hz
Line B
km 25+000
Table 25 OpenPowerNet network properties.
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5.8.4.1.1 OpenTrack
As the basis we take the data from the AC tutorial. The tracks to be added have no gradient or
radius for simplification.
Create the tracks and use the information from Figure 244.
Note: The track names of the crossing and the cross-over are the same as for the main line
tracks.
The electrical network model shall be simplified and the catenary for the crossing tracks and
the cross-over tracks shall not be modelled. Only the main tracks shall have a catenary model.
Therefore the positions within the crossing and cross-over have to be mapped to the main
tracks. A position is always the triplet of line name, track name and chainage.
Create all paths, routes and itineraries to run the trains as listed in Table 24.
Note: The courses drive on the right track by default!
From the AC tutorial we will used the engine model, substation configuration, the properties of
the conductors, connectors and connector slices. We need to change the beginning and the
end of the conductors and slices.
First the configuration of line A:
<Conductors>
The conductor configuration for track 1.
</Conductor>
</Conductor>
</Conductor>
</Conductor>
</Conductor>
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</Conductor>
</Conductor>
</Conductor>
</Conductor>
</Conductor>
</Conductor>
</Conductor>
The earth conductor.
</Conductor>
</Conductors>
<ConnectorSlices>
The rail connector configuration for track 1.
</Connector>
</ConnectorSlice>
</Connector>
</ConnectorSlice>
</Connector>
</ConnectorSlice>
</ConnectorSlices>
<Leakages>
</Leakage>
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</Leakage>
</Leakage>
The leakage configuration for track 1.
</Leakage>
</Leakage>
</Leakage>
</Leakage>
</Leakage>
</Leakage>
</Leakages>
</Line>
Configuration of line B:
<Line name="B" maxSliceDistance_km="0.5">
<Conductors>
</Conductor>
</Conductor>
</Conductor>
</Conductor>
</Conductor>
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</Conductor>
</Conductor>
</Conductor>
The earth conductor.
</Conductor>
</Conductors>
<ConnectorSlices>
</Connector>
</ConnectorSlice>
</Connector>
</ConnectorSlice>
</ConnectorSlices>
<Leakages>
</Leakage>
</Leakage>
</Leakage>
</Leakage>
</Leakage>
</Leakage>
</Leakages>
</Line>
After the configuration of the conductors for both lines and all tracks the electrical connection
between the lines and tracks shall be configured.
The electrical connection of track 1 and 3 at km 9+650.
<Connectors>
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</Connector>
</Connector>
</Connector>
</Connector>
The electrical connection of track 1 and 2 at km 9+750.
</Connector>
</Connector>
</Connector>
</Connector>

</Connector>
</Connector>
</Connector>
</Connector>

</Connector>
</Connector>
</Connector>
</Connector>

<ConductorFrom condName="MW" lineID="B" trackID="1" km="29.750" />
<ConductorTo condName="MW" lineID="B" trackID="2" km="29.750" />
</Connector>
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<ConductorFrom condName="CW" lineID="B" trackID="1" km="29.750" />

<ConductorTo condName="CW" lineID="B" trackID="2" km="29.750" />
</Connector>
<ConductorFrom condName="RL" lineID="B" trackID="1" km="29.750" />
<ConductorTo condName="RL" lineID="B" trackID="2" km="29.750" />
</Connector>
<ConductorFrom condName="RR" lineID="B" trackID="1" km="29.750" />
<ConductorTo condName="RR" lineID="B" trackID="2" km="29.750" />
</Connector>

<Connector name="MW track A 2 - B 1" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="MW" lineID="A" trackID="2" km="20" />
<ConductorTo condName="MW" lineID="B" trackID="1" km="20" />
</Connector>
<Connector name="CW track A 2 - B 1" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="CW" lineID="A" trackID="2" km="20" />
<ConductorTo condName="CW" lineID="B" trackID="1" km="20" />
</Connector>
<Connector name="RL track A 2 - B 1" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="RL" lineID="A" trackID="2" km="20" />
<ConductorTo condName="RL" lineID="B" trackID="1" km="20" />
</Connector>
<Connector name="RR track A 2 - B 1" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="RR" lineID="A" trackID="2" km="20" />
<ConductorTo condName="RR" lineID="B" trackID="1" km="20" />
</Connector>
<Connector name="E track 1, Line A - B" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorFrom condName="E" lineID="A" trackID="1" km="20" />
<ConductorTo condName="E" lineID="B" trackID="1" km="20" />
</Connector>
<Connector name="MW track A 3 - B 2" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorTo condName="MW" lineID="B" trackID="2" km="20" />
</Connector>
<Connector name="CW track A 3 - B 2" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorTo condName="CW" lineID="B" trackID="2" km="20" />
</Connector>
<Connector name="RL track A 3 - B 2" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorTo condName="RL" lineID="B" trackID="2" km="20" />
</Connector>
<Connector name="RR track A 3 - B 2" z_real_Ohm="0.000010" z_imag_Ohm="0">
<ConductorTo condName="RR" lineID="B" trackID="2" km="20" />
</Connector>
</Connectors>
Last but not least the configuration of the substations TSS_05, TSS_A_25 and TSS_B_25:
<Substations>
</OCSBB>
</RailsBB>
<Busbars>
</Connector>
</OCSBB>
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</Connector>
</RailsBB>
</Busbars>
</Substation>
<Substation name="TSS_A_25">
<Switch name="TSS_A_25_T1_OCS" defaultState="close" />
</OCSBB>
<Switch name="TSS_A_25_T1_Rails" defaultState="close" />
</RailsBB>
<Busbars>
<Connector name="TSS_A_25_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
</Connector>
</OCSBB>
<Connector name="TSS_A_25_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
</Connector>
</RailsBB>
</Busbars>
</Substation>
<Substation name="TSS_B_25">
<Switch name="TSS_B_25_T1_OCS" defaultState="close" />
</OCSBB>
<Switch name="TSS_B_25_T1_Rails" defaultState="close" />
</RailsBB>
<Busbars>
<Connector name="TSS_B_25_OCS_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="CW" lineID="B" trackID="1" km="25" />
</Connector>
</OCSBB>
<Connector name="TSS_B_25_Rails_Feeder" z_real_Ohm="0.001" z_imag_Ohm="0">
<Position condName="RR" lineID="B" trackID="1" km="25" />
</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
5.8.4.2 Simulation
To check the timetable and correct configuration of OpenTrack the first simulation run shall be
without OpenPowerNet. Go in OpenTrack to Info => OpenPowerNet Settings and
deselect Use OpenPowerNet.
The train graphs shall look like in Figure 245 and Figure 246.
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Figure 245 The train graph from station A to C.
Figure 246 The train graph from station A to D.
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5.8.4.3 Analysis
For the analysis we will use the selection file. To analyse the vehicles we have to define
corridors. To analyse the corridor from passenger station A via B to D we have to define a
corridor as see in Figure 247. Note the limitation of the chainage on line A!
Figure 247 The definition of a corridor spanning two lines.
For the definition of the vehicle selection we shall use the above defined corridor. To analyse
only the courses running the whole corridor we add a filter ".*D.*" this filter selects all courses
containing "D", as seen in the right table in Figure 248.
Figure 248 A vehicle selection with filter.
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Vehicle U,I = f(t), Tutorial lines points crossings, 5 long trains, record all U & I
A-D, Course ABDl_1010, Engine 1/1, 01:10:01 - 01:32:13
31,000
29+832
29+858
B/1
30+400
220.0
26,500
192.5
25,000
165.0
23,500
137.5
22,000
110.0
20,500
82.5
19,000
55.0
17,500
27.5
16,000
01:10:01
Station D
Current [A]
247.5
28,000
Station B
Voltage [V]
29,500
B/2
TSS_B_25
20+000
20+000
A/3
10+400
10+416
TSS_05
A/2
9+746
9+767
0+400
275.0
A/1
0.0
01:12:31
01:15:01
01:17:31
01:20:01
01:22:31
01:25:01
U_tol (EN 50163)
Infeed
01:27:31
01:30:01
Time
|U_Panto|
U_nom
I_Panto
Figure 249 The time and chainage of course ABDl_1010 with track change from line A to line B is indicated at the
upper edge of the diagram, see the green ellipse.
In Figure 249 we can see the change of course ABDl_1010 from line A to line B at about
1:27:30.
The coupling of the conductors is only calculated for each line and there is no coupling between
different lines. The difference for track 1 can be seen on the conductors of the left track in
Figure 250 and Figure 251. These figures where created using the Automatic Analysis tool,
please refer to chapter 4.6.3.5 for the handling instructions!
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Figure 250 The magnetic field at line A, km 19+950 at 01:17:40.
Figure 251 The magnetic field at line A km 20+125 at 01:17:40.
5.8.5 Turning Loops Tutorial

In this tutorial we will compare the effect of a wrong and a correct configuration for turning
loops. Turning loops are typical for tram networks but also for other railway systems. They
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have to be modelled as a virtual double track line. The wrong configuration may run, but will
produce incorrect results for OpenTrack and/or for OpenPowerNet.
We will use 25 kV 50 Hz power supply system with one substation at km 5+000. The line shall
be about 25km long and have 3 stations.
Two courses shall run as follow:
Course
ABCl_01
CBAl_01
Station A
Start 01:00:00,
track 1
Terminate track 1
loop via track 2
Station B
Stop 60s, track 2
Station C
Terminate
Stop 60s, track 1
Start 01:00:00
Table 26 Timetable of courses in the loops tutorial.
5.8.5.1.1 OpenTrack
As the basis for the infrastructure we take the data from the AC tutorial. We need to add the
loop and to change the chainage according to Figure 252 and Figure 253.
Figure 252 The wrong OpenTrack infrastructure configuration of the loop tracks.
Figure 253 The correct OpenTrack infrastructure configuration of the loop tracks.
Next after configuration of the infrastructure create new paths, routs, itineraries and courses
according to Table 26.
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The engine file is the same as in the AC tutorial.
According to the infrastructure defined in OpenTrack we need to configure the electrical
network in OpenPowerNet.
Figure 254 The wrong OpenPowerNet network configuration.
Lets first configure the wrong electrical network.

name="Network Tutorial - Loop"
comment="wrong"
record2DB="true"
<ATM>
<Vehicles>
<Propulsion engine="electric" supply="AC 25kV 50Hz" brakeCurrentLimitation="none"
regenerativeBrake="maxPower/maxEffort" tractiveEffort="maxPower/maxTractEffort">
<MeanEfficiency />
</Propulsion>
</Vehicle>
</Vehicles>
<Options tolerance_A="1" maxIterations="1000" record2DB="true" />
</ATM>
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<PSC>
<Network name="A-C" use="true" voltage_kV="25" frequency_Hz="50" recordVoltage="true"
<Lines>
The configuration of the conductors.
<Conductors>
The conductors for track 1,
</Conductor>
</Conductor>
</Conductor>
</Conductor>
for track2 in station A
</Conductor>
</Conductor>
</Conductor>
</Conductor>
and for station B.
</Conductor>
</Conductor>
</Conductor>
</Conductor>
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</Conductor>
</Conductors>
<ConnectorSlice name="rail connector, track 1, station A" firstPos_km="0"
lastPos_km="1" maxDistance_km="0.05">
</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 1, outside station A"
firstPos_km="1.2" lastPos_km="25.4" maxDistance_km="0.2">
</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 2, station A" firstPos_km="0"
lastPos_km="0.250" maxDistance_km="0.05">
</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 2, station B" firstPos_km="9.800"
</Connector>
</ConnectorSlice>
</ConnectorSlices>
The definition of the leakage.
<Leakages>
<Leakage firstPos_km="0" lastPos_km="25.4" yReal_S_km="1000">
<ConductorFrom condName="MW" trackID="1" />
</Leakage>
<Leakage firstPos_km="0" lastPos_km="0.250" yReal_S_km="1000">
</Leakage>
<Leakage firstPos_km="9.800" lastPos_km="10.200" yReal_S_km="1000">
</Leakage>
</Leakage>
</Leakage>
Track 2 in station A
</Leakage>
</Leakage>
Track 2 in station B.
</Leakage>
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</Leakage>
</Leakages>
</Line>
</Lines>
The connectors used to connect the conductors of the tracks.
<Connectors>
<Connector name="MW track 1 km 0+000 to track 2 km 0+000" z_real_Ohm="0.000010"
z_imag_Ohm="0">
<ConductorTo condName="MW" lineID="A" trackID="2" km="0" />
</Connector>
<Connector name="CW track 1 km 0+000 to track 2 km 0+000" z_real_Ohm="0.000010"
z_imag_Ohm="0">
</Connector>
<Connector name="RL track 1 km 0+000 to track 2 km 0+000" z_real_Ohm="0.000010"
z_imag_Ohm="0">
<ConductorTo condName="RL" lineID="A" trackID="2" km="0" />
</Connector>
<Connector name="RR track 1 km 0+000 to track 2 km 0+000" z_real_Ohm="0.000010"
z_imag_Ohm="0">
</Connector>
<Connector name="MW track 1 km 0+650 to track 2 km 0+250" z_real_Ohm="0.000010"
z_imag_Ohm="0">
</Connector>
<Connector name="CW track 1 km 0+650 to track 2 km 0+250" z_real_Ohm="0.000010"
z_imag_Ohm="0">
</Connector>
<Connector name="RL track 1 km 0+650 to track 2 km 0+250" z_real_Ohm="0.000010"
z_imag_Ohm="0">
</Connector>
<Connector name="RR track 1 km 0+650 to track 2 km 0+250" z_real_Ohm="0.000010"
z_imag_Ohm="0">
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
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</Connector>
</Connector>
</Connector>
</Connectors>
The substation at km 5+000.
<Substations>
</OCSBB>
</RailsBB>
<Busbars>
</Connector>
</OCSBB>
<Position condName="RL" lineID="A" trackID="1" km="5" />
</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
<Earth condName="E" lineID="A" trackID="1" km="0" />
</Network>
<Options tolerance_grad="0.001" tolerance_V="1" tolerance_A="1" maxIncreaseCount="10000"
discreteEngine="true" maxCurrentAngleIteration="1000" />
</PSC>
</OpenPowerNet>
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Figure 255 The correct OpenPowerNet network configuration.

<OpenPowerNet
name="Network Tutorial - Loop"
comment="correct"
record2DB="true"
<ATM>
<Vehicles>
<Propulsion engine="electric" supply="AC 25kV 50Hz" brakeCurrentLimitation="none"
regenerativeBrake="maxPower/maxEffort" tractiveEffort="maxPower/maxTractEffort">
<MeanEfficiency />
</Propulsion>
</Vehicle>
</Vehicles>
<Options tolerance_A="1" maxIterations="1000" record2DB="true" />
</ATM>
<PSC>
<Network name="A-C" use="true" voltage_kV="25" frequency_Hz="50" recordVoltage="true"
<Lines>
The configuration of the conductors.
<Conductors>
The conductors for track 1.
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</Conductor>
</Conductor>
</Conductor>
</Conductor>
The conductors for track 2 in station A.
</Conductor>
</Conductor>
</Conductor>
</Conductor>
The conductors for track 2 in station B.
</Conductor>
</Conductor>
</Conductor>
</Conductor>
<StartPosition condName="E" trackID="1" km="0.2" />
</Conductor>
</Conductors>
<ConnectorSlices>
<ConnectorSlice name="rail connector, track 1, station A" firstPos_km="0.2"
lastPos_km="1" maxDistance_km="0.05">
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</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 1, outside station A"
firstPos_km="1.2" lastPos_km="25.4" maxDistance_km="0.2">
</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 2, station A" firstPos_km="0.2"
</Connector>
</ConnectorSlice>
<ConnectorSlice name="rail connector, track 2, station B" firstPos_km="9.800"
</Connector>
</ConnectorSlice>
</ConnectorSlices>
The configuration of the leakages.
<Leakages>
</Leakage>
</Leakage>
</Leakage>
Leakage of track 1 in station A.
</Leakage>
</Leakage>
Leakage of track 2 in station A.
</Leakage>
</Leakage>
Leakage of track 2 in station B.
</Leakage>
</Leakage>
</Leakages>
</Line>
</Lines>
The connectors used to connect the conductors of the tracks.
<Connectors>
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</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connector>
</Connectors>
<Substations>
The substation at km 5+000.
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</OCSBB>
</RailsBB>
<Busbars>
</Connector>
</OCSBB>
<Position condName="RL" lineID="A" trackID="1" km="5" />
</Connector>
</RailsBB>
</Busbars>
</Substation>
</Substations>
<Earth condName="E" lineID="A" trackID="1" km="0.2" /> Note the beginning of the earth
conductor at km 0+200!
</Network>
<Options tolerance_grad="0.001" tolerance_V="1" tolerance_A="1" maxIncreaseCount="10000"
discreteEngine="true" maxCurrentAngleIteration="1000" />
</PSC>
</OpenPowerNet>
5.8.5.2 Simulation
Run both simulations one after the other.
5.8.5.3 Analysis
For analysis we will use the Excel tool One Engine and Current, I_total=f(s) as well as the
Automatic Analysis tool. Please refer to chapter 4.6.3 for the handling instructions!
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Rail-Earth Potential, Network Tutorial Loop, wrong

Line A, km 0+000 to 25+400, 01:00:00 - 01:16:48
TSS_05
150
135
120
105
Voltage [V]
90
75
60
45
0
0+000
5+000
Station C
Station B
15
Station A
30
10+000
15+000
20+000
25+000
Position [km]
|U_1_RL|_max
|U_1_RR|_max
|U_2_RL|_max
|U_2_RR|_max
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Figure 256 The maximum rail-earth potential of the simulation with the wrong network configuration.
Rail-Earth Potential, Network Tutorial Loop, correct
Line A, km 0+200 to 25+400, 01:00:00 - 01:16:48
TSS_05
150
135
120
105
Voltage [V]
90
75
60
45
0
0+200
5+200
Station C
Station B
15
Station A
30
10+200
15+200
20+200
25+200
Position [km]
|U_1_RL|_max
|U_1_RR|_max
|U_2_RL|_max
|U_2_RR|_max
U_RE_max > 300s (EN 50122-1)
U_RE_max 1s (EN 50122-1)
Return feeder
Figure 257 The maximum rail-earth potential of the simulation with the correct network configuration.
Figure 256 and Figure 257 show the maximum rail-earth potential for both simulations. For the
wrong simulation the rail-earth potential in station A is incorrect.
Figure 258 shows the values of the current sum of all conductors per section for the total
simulation time. Between km 0+405 and km 0+650 the value is not close to 0 A, this means
there is a connector parallel to conductors. This violates the model constraints listed in chapter
4.3.1.
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I_total_real [A]I_total_imag [A]

s_from [km]
0.638
0.624
0.625
0.550
0.593
4206.592
4206.579
4206.515
4206.532
4206.593
4206.573
4206.550
4206.619
0.455
0.482
0.535
0.572
0.653
0.582
0.649
0.616
7168.771
7168.739
7168.782
7168.726
7168.742
7168.805
7168.744
7168.764
0.481
0.480
0.504
Issue 2016-09-30
s_to [km]
0.000
0.050
0.100
0.150
0.200
0.250
0.300
0.350
0.400
0.450
0.500
0.550
0.600
0.650
0.700
0.750
s_centre [km]
0.050
0.100
0.150
0.200
0.250
0.300
0.350
0.400
0.450
0.500
0.550
0.600
0.650
0.700
0.750
0.800
0+025
0+075
0+125
0+175
0+225
0+275
0+325
0+375
0+425
0+475
0+525
0+575
0+625
0+675
0+725
0+775
Figure 258 The sum of sum currents per section over the total simulation time of the wrong simulation.
lineID
trackID
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
2
s [km]
I_real [A]
0.808
0.787
0.766
0.745
0.724
0.704
0.683
0.662
0.641
0.620
0.200
0.179
0.158
0.137
0.116
0.095
0.075
0.054
0.033
0.012
36.252
36.263
36.275
36.286
36.292
36.243
36.243
36.244
0.000
0.000
231.147
36.244
36.244
36.244
36.244
36.244
36.245
36.245
36.245
36.245
I_imag [A]
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
U_real [V]
27402.349
27393.655
27384.450
27375.361
27370.424
27409.682
27409.682
27409.405
0.000
0.000
26765.849
27409.115
27408.884
27408.884
27408.685
27408.685
27408.516
27408.516
27408.516
27408.379
U_imag [V]
-381.510
-415.446
-450.202
-484.251
-502.059
-351.381
-351.381
-352.134
0.000
0.000
-2205.243
-352.927
-353.617
-353.617
-354.223
-354.223
-354.744
-354.744
-354.744
-355.178
F_requested [kN]
F_achieved [kN]
v [km/h]
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
247.000
247.000
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
0.000
0.000
247.000
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
20.455
75.000
75.000
75.000
75.000
75.000
75.000
75.000
75.000
75.000
74.804
74.609
75.000
75.000
75.000
75.000
75.000
75.000
75.000
75.000
75.000
P_aux [kW]
520.000
520.000
520.000
520.000
520.000
520.000
520.000
520.000
0.000
520.000
520.000
520.000
520.000
520.000
520.000
520.000
520.000
520.000
520.000
time
00 01:15:41
00 01:15:42
00 01:15:43
00 01:15:44
00 01:15:45
00 01:15:46
00 01:15:47
00 01:15:48
00 01:15:49
00 01:15:50
00 01:15:51
00 01:15:52
00 01:15:53
00 01:15:54
00 01:15:55
00 01:15:56
00 01:15:57
00 01:15:58
00 01:15:59
00 01:16:00
Figure 259 The simulation values to course CBAl_01 for the wrong simulation with missing data at 1:15:49/50.
In Figure 259 the values of course CBAl_01 are incomplete because the configuration of
OpenTrack infrastructure is not correct respective does not match with the OpenPowerNet
positions. The course CBAl_01 is approaching station A and changing from track 1 to track 2
at km 0+650. OpenTrack determines the chainage by counting the distance from the last
vertex. Counting + or depends on the direction of the edge and the direction of the course.
In our case the course pass vertex at km 0+650 and move to track 2. So the actual position is
the vertex at km 0+650 minus 9 m, this is km 0+641 at track 2. The solution may be to add an
additional vertex at the end of track 2 (km 0+450) with an edge length of 0 m to vertex
km 0+650 at track 1. This is a workaround for this problem but the electrical configuration is
still wrong.
This tutorial shows the very important constraint to always have a current sum of 0 A for all
conductors in the same section. This means it is not allowed to add connectors parallel to
conductors.
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6
6.1
User Manual
Issue 2016-09-30
FAQ
How to deal with broken chainage?
In general it is advised to avoid broken chainage!

There are two different kinds of broken chainage, a positive and a negative, see Figure 260.
distance
0+000
1+000
2+000
3+000
chainage
0+000
1+000 = 1+100
2+100 = 1+900
2+900
positive
broken chainage
(add 100m)
negative
broken chainage
(go back 200m)
Figure 260 The two kinds of broken chainage as example.
Each kind has to be handled different in OpenTrack and OpenPowerNet. See Figure 261 for
the PSC Viewer Diagram of the solution in OpenPowerNet. The detailed description follows in
the next chapters.
Figure 261 The positive and negative broken chainage modelled in OpenPowerNet.
6.1.1 Positive broken chainage

Positive is easier to model than the other one. According to the example in Figure 260 we just
need in OpenTrack to set km 1+000 at one side of the double vertex and km 1+100 at the
other side.
In OpenPowerNet we define conductors ending at km 1+000 and start new conductors at km
1+100. Then we have to connect the conductors with each other using low resistance
connectors, see the upper conductors in Figure 261. The Project-File XML snippet shows the
conductor and connector configuration of the example.
<Line name="A" maxSliceDistance_km="0.1" recordCurrent="true" recordVoltage="true">
<Conductors>
<StartPosition km="0" trackID="up" condName="CW" />
<ToProperty x_m="0" y_m="5.3" r20_Ohm_km="0.2138" equivalentRadius_mm="4.4"
toPos_km="1.000" temperatureCoefficient="0.00381" temperature_DegreeCentigrade="40" />
</Conductor>
<StartPosition km="0" trackID="up" condName="R" />
<ToProperty x_m="0" y_m="0" r20_Ohm_km="0.0164" equivalentRadius_mm="38.52"
</Conductor>
<StartPosition km="1.100" trackID="up" condName="CW" />
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</Conductor>
<StartPosition km="1.100" trackID="up" condName="R" />
</Conductor>
</Conductors>
</Line>
<Connectors>
<ConductorFrom km="1.000" trackID="up" condName="CW" lineID="A" />
<ConductorTo km="1.100" trackID="up" condName="CW" lineID="A" />
</Connector>
<ConductorFrom km="1.000" trackID="up" condName="R" lineID="A" />
<ConductorTo km="1.100" trackID="up" condName="R" lineID="A" />
</Connector>
</Connectors>
6.1.2 Negative broken chainage

The model in OpenTrack is the same as for positive broken chainage. Set km 2+100 at one
side of the double vertex and km 1+900 at the other and define a new line name for the
following edges. Always take care of the edge direction!
In OpenPowerNet we need to have two lines. In this example the line A from km 0+000 to
2+100 and line A- from km1+900 to 3+000. Then we have to connect the conductors with
each other using low resistance connectors, see Figure 261. The Project-File XML snippet
shows the conductor and connector configuration of the example.
<Line name="A" maxSliceDistance_km="0.1" recordCurrent="true" recordVoltage="true">
<Conductors>
</Conductor>
</Conductor>
</Conductors>
</Line>
<Line name="A-" maxSliceDistance_km="0.1" recordCurrent="true" recordVoltage="true">
<Conductors>
</Conductor>
</Conductor>
</Conductors>
</Line>
<Connectors>
<ConductorFrom km="2.100" trackID="up" condName="CW" lineID="A" />
<ConductorTo km="1.900" trackID="up" condName="CW" lineID="A-" />
</Connector>
<ConductorFrom km="2.100" trackID="up" condName="R" lineID="A" />
<ConductorTo km="1.900" trackID="up" condName="R" lineID="A-" />
</Connector>
</Connectors>
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6.2
User Manual
Issue 2016-09-30
How to organise the files and folders?
See chapter 5.0.
6.3
How to calculate the equivalent radius?
First determine the cross section
A of the given conductor and convert this value to radius
of a circular cross section with same area
Acircle, see the formula below.
A Acircle r 2
r
Second the radius r of the circular cross section needs to be multiplied with factor
the equivalent radius req .
to get
req a r
conductor type
solid cylindrical
0.779
rail
0.7788
Al and Cu cables, 7 cores, 10-50mm
0.726
0.758
0.768
0.772
0.774
1 layer Al/Fe cables, 16/2.5 300/50mm
0.55
1 layer Al/Fe cables, 44/32 120/70mm
0.7
2 layers Al/Fe cables, 26 cores, 120/20 300/50mm
0.809
0.826
0.810
Table 27 Factors to calculate equivalent radius from circular cross section radius. Source: H. Koettnitz, H. Pundt;
Berechnung Elektrischer Energieversorgungsnetze; Band I; VEB Deutscher Verlag fr Grundstoffindustrie (1968);
Page 230.
6.4
How to model running rails in AC simulation?
Due to the relative permeability of running rails the relationship of the impedance and current
in AC simulations is nonlinear. Even in cases of fundamental frequencies of 16.7 Hz, 50 Hz or
60 Hz the skin effect causes an increase of the running rail resistance compared to the DCresistance as well as an influence on the impedance. Because of the commonly unknown BH-curve of the rail-material the impedance can be estimated by choosing current and
frequency-dependant values for the inner parameters of the rails.
For the description of the current dependent running rail impedance components two different
data sources are available. The first data source is based on an analytical model. The model
describes the shape of the running rail as a cylinder and then calculates the resistance and
the reactance based on analytic mathematical functions (Bessel). Specific values of this model
are marked with the index S1 in the following figures. The second data source is based on
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measurements. The results are prepared by empirical formulas, which are published e.g. in
the book "Contact Lines for Electrical Railways. Planning, Design, Implementation. Specific
values of this data source are marked with the index S2 in the following figures. The values
referring to the sources 1 and 2 are show in dependency of current in the following figures.
Figure 262 Impedance components for inner values of running rails, different models at 16.7 Hz.
Figure 263 Impedance components for inner values for running rails, different models at 50 Hz.
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Figure 264 Impedance components for inner values for running rails, different models at 60 Hz.
For the selection of the rail parameter the following way is suggested. In dependency of the
fundamental frequency the expected current shall be assumed. In case of rating purposes, the
maximum values of the specific parameters shall be selected. In dependency of the assumed
current the parameters for the specific resistance and reactance can be selected. The value
of the specific resistance can be used as input parameter 20 for the rails directly.
Based on the selected reactance value the equivalent radius can be calculated as below.
req 1000 e
X'
1000 f 0
For different values of specific reactance and frequency the equivalent radius is given in Table
28.
X ' in /km
0.04
0.05
0.06
0.07
0.08
0.09
0.10
0.11
0.12
0.13
0.14
0.15
0.16
0.17
req
in mm,
16.7 Hz
148.67
92.31
57.32
35.59
22.10
13.72
8.52
5.29
3.29
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req
in mm,
req
in mm,
50 Hz
60 Hz
279.92
238.74
203.61
173.65
148.10
126.31
107.73
91.88
78.36
66.83
346.10
303.11
265.46
232.49
203.61
178.32
156.17
136.77
119.78
104.91
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X ' in /km
User Manual
req
in mm,
Issue 2016-09-30
req
16.7 Hz
in mm,
50 Hz
57.00
48.61
41.46
35.36
30.15
0.18
0.19
0.20
0.21
0.22
0.23
0.24
0.25
req
in mm,
60 Hz
91.88
80.46
70.47
61.72
54.05
47.34
41.46
36.31
Table 28 Equivalent radius for a selected specific reactance and frequency.
6.5
How to model Earth Conductor?
The earth conductor model for DC networks is a very low resistance, e.g. 0.001Ohm/km.
For AC networks the earth conductor model depends on the nominal frequency () and
specific earth resistance (). The equivalent radius () and vertical position () are
calculated as below.
=
0.738
0
|| 0 = 4 107
= . , =
805
= , =
465
805
465
; if top of rail is 0m
Table 29 Example earth conductor parameter.
The specific earth resistance 20 (/) can be deduced on formulas and finally depends on
fundamental frequency only.
20 2
= .
0.0165/
=
0.0494/
=
0.059/
Table 30 Specific earth resistance.
6.6
How to model Conductor Switch or Isolator?
Open ConductorSwitch and Isolator elements in OpenPowerNet are basically just conductors
with a fixed resistance of 1 MOhm. Their wire length is 1 m starting at the given position.
Therefore, to create the closest connectors before and after a ConductorSwitch or Isolator,
these connectors have to be placed at the particular position and 1 m behind.
Kieling, Puschmann et al.: Contact Lines for Electrical Railways. Planning, Design, Implementation,
Publicis KommunikationsAgentur GmbH GWA, 2001, Munich
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6.7
User Manual
Issue 2016-09-30
How to model uncommon power supply systems?
There are a number of default power supply systems but there may be the need to model
another system. This is possible by modifying 2 files.
*.opnengine File:
Modify the value at /railml/rollingstock/vehicles/vehicle/engine/propulsion/@supply and follow
the structure as of the default values.
Project-File:
Modify the value at /OpenPowerNet/ATM/Vehicles/Vehicle/Propulsion/@supply and follow the
structure as of the default values. Use the same as for *.opnengine file.
Dont forget to set the voltage and frequency of the network.
AnalysisPreset-File:
It is not necessary to modify the AnalysisPreset-File. But if you want to set preset parameter
for the diagrams and tables select the value other of attribute supply. For how to get the
AnalysisPreset-File please read chapter 4.6.3.8 on page 108.
Example: 30Hz 29kV AC
*.opnengine File:
/railml/rollingstock/vehicles/vehicle/engine/propulsion/@supply=AC 29kV 30Hz
Project-File:
/OpenPowerNet/ATM/Vehicles/Vehicle/Propulsion/@supply=AC 29kV 30Hz
AnalysisPreset-File:
e.g. Pantograph Voltage
/OpenPowerNet/Analysis/ChartTypes/Lines/ChartType/System/@supply=other"
6.8
How to draw a constant current?
You need to define a course in OpenTrack and use it with an itinerary for the tracks you want
to check. In the OpenPowerNet Project-File you need to set the attribute
constantCurrent_A to the constant current value you want, see the XML snippet below.
<Propulsion
constantCurrent_A="2000" This attribute defines the constant current for the engine to 2000A.
You can change the value to whatever reasonable value you need. The following attributes will
be ignored once you set this attribute.
brakeCurrentLimitation="I=f(U)"
engine="electric"
supply="DC 600V"
useAuxPower="true">
<EfficiencyTable/>
</Propulsion>
6.9
How to simulate short circuits?
You need to define a course in OpenTrack and use it with an itinerary for the tracks you want
to check. In the OpenPowerNet Project-File you need to set the attribute
constantVoltage_V to 0, see the XML snippet below.
<Propulsion
constantVoltage_V="0" This attribute defines the engine as a short circuit between the contact
wire and the rail. The following attributes will be ignored once you set this attribute.
engine="electric"
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supply="DC 600V"
useAuxPower="true">
<EfficiencyTable/>
</Propulsion>
By using the Excel-File Engine.xlsx the short circuit current versus time and position is
available.
6.10 How to prevent the consideration of the achieved effort in OpenTrack while
using OpenPowerNet?
You need to set the attribute returnRequestedEffort to true. The requested effort will
be returned to OpenTrack but the courses using this engine will be calculated in the network
simulation as usually, see the XML snippet below.
<Propulsion
returnRequestedEffort="true" This attribute defines to return the requested effort.
engine="electric"
supply="DC 600V"
useAuxPower="true">
<EfficiencyTable/>
</Propulsion>
6.11 How to calculate only a part of the operational infrastructure of OpenTrack

as electrical network in OpenPowerNet?
Usually, if no electrical network can be found for an engine, it will achieve no traction effort and
stop its movement sooner or later. You will get an outside of network warning APS-W-003
for those engines and they will be written to the results with voltage, current and achieved effort
0. This should not occur if the electrical infrastructure in OpenPowerNet matches the
operational infrastructure in OpenTrack.
Only in case that it is required or sufficient to use an OpenPowerNet model that does not offer
a Line/Track/km for each position of the courses in the timetable, you could set the global
attribute ignoreTrainsOutside to true. Then all engines without electrical network will
achieve the full requested effort although they do not put load on any of the networks, and
there will be no warning.
6.12 Where are the XML-Schemas?

The schemas are available via the catalogue entry of the GUI XML editor. See Window >
Preferences > XML > XML Catalogue. These catalogue entries are used to support the
editing in the XML editor as described in chapter 3.2.
The schema specification documentation is available at Help > Help Contents >
OpenPowerNet User Guide.
6.13 Which XML-Schema for which XML-File?

XML-File
AnalysisPresets-File
Engine-File
Project-File
Switch-File
TypeDefs-File
XML-Schema
AnalysisPresets.xsd
rollingstock.xsd
OpenPowerNet.xsd
ADE.xsd
TypeDefs.xsd
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6.14 How to specify a specific license?

In case OpenPowerNet is used with different licenses it might be necessary to specify a
specific dongle. To find the dongle IDs insert all dongles to your PC and open the Sentinel
Admin
Control
Centre
in
your
browser
(http://localhost:1947/_int_/devices.html).
The dongle configuration needs to be done via preferences, see chapter 4.3.1 at page 32.
The following three options are available:
Any dongle: => do not insert anything,
One specific dongle: => enter one dongle ID and
Multiple dongles => enter multiple IDs separated by ;.
6.15 What is the reciprocal condition?

The reciprocal condition number describes the quality of the matrix used for network calculation
in module PSC. This number is calculated for each matrix created and displayed in the OPNPSC message console. An error respective a warning is displayed in case the condition
number is too bad. In general one can say the condition number gets better the less the
resistances in an electrical network deviate.
6.16 What is the Time-Rated Load Periods Curve (TRLPC)?

The Time-Rated Load Periods Curve shows the maximum or minimum of a set of varying
window-size averages where the window time duration is defined by the x-axis value.
6.17 What is the mean voltage at pantograph (Umean useful)?

The mean voltage at pantograph Umean useful, which may be found in the vehicle overview output
of OpenPowerNet as value Umu, is the mean value of all pantograph voltages found during the
simulation as specified in EN 50388:2012. It shall provide an indication of the quality of the
power supply. There is a value for a geographical zone, which can be found in row Total. It
is calculated out of all pantograph voltages found for the whole network during the simulation
time scope. To calculate per train the values, only time steps with traction load inside the
network and simulation time scope are taken into account (no standing, no braking).
6.18 Any other questions?

For any other question
[email protected].
please
contact
the
OpenPowerNet
support
team
via
END OF DOCUMENT
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OpenPowerNet

Institut fr Bahntechnik GmbH

Document No. OPN/51/1.6.0

Dr. Jrg von Lingen

IFB DD, UM_OPN_51_01.06.00.docx

IFB DD, UM_OPN_51_01.06.00.docx

Overview of physical variables.................................................................. 10

IFB DD, UM_OPN_51_01.06.00.docx

Naming Conventions ................................................................................ 50

User defined Excel Files ........................................................................... 89

Configuration .......................................................................................... 147

Simulation ............................................................................................... 164

Configuration .......................................................................................... 175

IFB DD, UM_OPN_51_01.06.00.docx

Engine Model Tutorials ........................................................................... 179

Efficiency Table Model Tutorial ............................................................... 206

Turning Loops Tutorial ............................................................................ 256

How to specify a specific license? .......................................................... 278

IFB DD, UM_OPN_51_01.06.00.docx

OpenPowerNet requires the following versions of associated applications. Additionally, the

Acronyms and abbreviations

The following abbreviations are used within this document:

IFB DD, UM_OPN_51_01.06.00.docx

How to read this Document

IFB DD, UM_OPN_51_01.06.00.docx

IFB DD, UM_OPN_51_01.06.00.docx

Overview of physical variables

Table 2 Overview of physical variables

IFB DD, UM_OPN_51_01.06.00.docx

Figure 2 OpenPowerNet workflow and application structure.

IFB DD, UM_OPN_51_01.06.00.docx

Graphical User Interface

Figure 3 The Simulation perspective of the GUI.

The GUI includes an XML editor to edit the configuration files.

IFB DD, UM_OPN_51_01.06.00.docx

Figure 4 The XML perspective of the GUI.

Figure 5 Create XML-File new wizard step one and two.

IFB DD, UM_OPN_51_01.06.00.docx

Figure 6 Create XML-File new wizard step three and four.

Figure 7 Create XML-File new wizard last step.

IFB DD, UM_OPN_51_01.06.00.docx

Figure 8 The OpenPowerNet included XML editor with editing support.

node, a node connects conductors and connectors

current & voltage

conductor between two nodes

current & voltage conductor isolator between two nodes

standard close conductor switch with actual state

standard close conductor switch with actual state

current & voltage

standard open conductor switch with actual state

IFB DD, UM_OPN_51_01.06.00.docx

current & voltage

no power supply is available at this connector

current & voltage

standard close connector switch with actual state

standard close connector switch with actual state

current & voltage

standard open connector switch with actual state

standard open connector switch with actual state

current & voltage