VALIDATION OF MULTI TRAIN SIMULATION SOFTWARE

Mr Tony Fella, Dr Colin Goodman, Dr Paul Weston

Atkins Rail and University of Birmingham

Keywords: Simulation, Electrification, Validation 1.

Objective of Validation

Abstract
The development of new simulation software must include validation with real or known data if it is to achieve full credibility. In the case of fully integrated multi train simulators the validation can be complex as it involves verifying both the train movements parts of the simulator together with the electrification system elements. Multi train simulators can create unreasonable expectations from both users and railway authorities inexperienced with the limitations of simulations. The validating of a Multi Train Simulator serves to demonstrate that the simulator is behaving as expected and to build confidence for the user.

The modelling of a railway, which could be heavy rail, a light rail system or tramway or indeed a trolley bus network, to mimic the operation of the railway and at the same time modelling the traction powers supply system presents us with a number of complex issues. Because there are so many variables that affect how railways operate it is a complex problem to truly represent reality in a real time way. The key objective of validating a multi train simulator is to demonstrate that the results, both in terms of train movements as well as the traction power supply system mimic as accurately as possible the real operation of a railway. A multi train simulator should be capable of modelling the parameters that combine to make up an operating railway.

Validation is the term given to ensuring that the simulator is providing the results expected and can be carried out Infrastructure and Train Movements through calculation alone but this is unlikely to provide 1.1 the confidence that is expected by railway authorities. Any multi train simulator has to be able to accurately model the railway operations. If this is not achieved then It is often difficult to achieve true and comprehensive there is doubt that the traction power simulation will not validation of multi train simulation software without the be representative of reality. At the basic level the co-operation of a railway authority or operator. simulator should: The challenge of validating a multi train simulator is not made any easier as client and public expectations of new rail transit systems require the railway designers to incorporate more versatile and sophisticated electrified railway and tram networks. Be capable of modelling the geographical features of the route including speeds and gradients Model the train control or signalling system

Enable realistic train route selection This paper seeks to explain the challenge of validating a Make sensible regulation decisions in the multi train simulator, including the train movements, event of junction conflicts electrification system and rail potentials. Additionally the paper will review the technical necessities of validating The simulator should also be capable of dealing with a multi train simulators. mixture of vehicles and formations operating on the model. Be capable of modelling the geographical features of the route including speeds and gradients



Model the train control or signalling system Enable realistic train route selection

2.1

Comparison with Other Validated Software:

Established

or

The comparison of the results of a multi train simulation Allow regulation decisions to be made in the against the results obtained from another established event of junction conflicts and validated multi train simulator can be an efficient way of achieving validation. Ideally this method should Be capable of modelling regenerative braking be followed by a comparison of the multi train simulator Model rail potentials dynamically results with recorded data when such data becomes available. For a meaningful comparison to be made both multi train simulators must be capable of producing results to a similar level of detail. They must also be capable of representing the infrastructure, vehicles, timetable and electrification system in similar ways to allow a realistic comparison of data to be made.

Electrification System: This is perhaps the most complex interface of a multi train simulator, between the infrastructure and train movements covered above, and the electrification system. The most accurate simulation results are achieved when there is full integration and feedback between the train movements part of the simulator and the electrification system. This allows realistic simulation of the behaviour of the performance of the trains following the timetable and the electrification system. Regenerative Braking: Regenerative braking is an accepted method of reducing energy consumption and reducing maintenance costs on some vehicles. Being able to accurately model the impact of regenerative braking is an essential requirement of a modern multi train simulator.

2.2

Comparison with Recorded Results

If recorded data is available from a railway administration a better way of validating a multi train simulator would be to compare the recorded data with a simulation carried out of the same timetable and feeding configuration. In its simplest form this can be carried out for a single train run. This could either involve running a single train specifically for the purposes of the validation or it could mean selecting the recorded data of a single train taken from a batch of recorded data.

Touch and Accessible Voltage: The design of a DC electrified railway must ensure that touch and accessible While this will provide the necessary comparison data for voltages are maintained within the limits defined by the single train, it is not as comprehensive a validation standards or by the requirements laid down by the client. as running a normal timetable over a period of time, typically covering a period of more than one hour. The need to accurately model touch and accessible voltage is higher now than it has ever been. 3. Comparison Criteria for Validation The data to be validated should cover a comprehensive range of parameters to provide confidence in the multi train simulator.

2.

Methods of Validation

Validation can be carried out in a number of ways and at Examples of the range of data that could form part of the various levels. Here we will consider methods for validation are outlined below: validating the functionality and results of a multi train Timetable and Operational Integrity simulation. Resolution of conflicts It is often difficult to obtain measured electrification data Timekeeping analysis from a railway administration or client. Even where it is Total journey time available, it is necessary to understand the timetable and Late/early how much operating conditions pertinent at the time of the recording if a comprehensive comparison to be made Electrification System with the modelled results. At each substation or feeder station Instantaneous Peak current A less complex method of validation can be carried out 1 minute max current and time using the results obtained from a different multi train simulator, preferably one that has been validated itself. 10 minute max current and time 1 minute average power



3 minute average power 30 minute average power Total energy supplied over the whole simulation period Average SS volts over the whole simulation period

provide 100% accuracy in its results over all of the output parameters. It should be remembered that the results from multi train simulators form an aid to designers and require interpretation by experienced engineers to ensure that the results are not misinterpreted. It is generally expected that accuracy within 5% to 10% of measured values is a reasonable accuracy although better than 5% accuracy is possible sometimes. If it proves necessary to use assumed or generic data for some data inputs this will decrease the accuracy of the modelled results further and an accuracy of 10% to 20% is sometimes the best that can be expected.

At selected or all trains Speed/distance curve comparison Average train voltage Minimum train voltage (location and time) Total train energy consumption Regenerative braking energy

3.1

Rail Potentials

4.

Results from Simulator

the

Validation

of

DC

The accuracy of the results obtained from a simulation including the dynamic modelling of rail potentials is more Results from the validation of a newly developed DC simulator are becoming available and these are used to complicated to validate. provide an example of the validation process and the Truly dynamic modelling of rail potentials during a results obtained. simulation is a feature present in only a small number of multi train simulators. Traditionally many simulators model rail potentials using static data derived from a completed simulation which is then post processed to derive the likely rail potentials. The validation has started with the comparison of a single train and has moved on to validate against a two hour period of the morning peak of Docklands Light Railway in London. This is initially being carried out by comparing the results with identical runs carried out using an established multi train simulator. The next To be of real value the measure of rail potentials must stage involves comparison to recorded data taken at a include the location, time, voltage magnitude and substation on the route. duration.

This presents a real problem for designers because the Example of Validation Results behaviour of rail potentials is also dependant on the 4.1 resistance between the running rails and earth. This An example of the results obtained so far is shown in the value can vary depending on the type of infrastructure table at the end of this paper. the track is carried on. There will be differences between rail to earth resistance Concluding Remarks with ballasted track compared to slab track installed on 5. the ground or on a viaduct. The increased cost of energy and the need to reduce It is necessary to understand the importance of carbon emissions for established as well as new establishing a realistic value of earth resistance when railways, light railways and tram systems has increased populating the model as the use of different earth the need for ever more accurate and realistic modelling resistance values will have an impact on the accuracy of of the railway system. A key part of this is the ability to the rail potentials modelled. reliably and accurately model the electrification system using a multi train simulator. 3.2 Expected Accuracy of the Simulation Railway administrations and operators are coming under There can be unrealistic expectations from clients increased pressure to reduce their energy usage and to regarding the accuracy that will be achieved by comply with the timetable requirements. They are also simulators. A multi train simulator will never be able to having higher expectations and need the simulation to address not only the operation of the timetable and the

behaviour of the electrification system but also Acknowledgements accurately model rail potentials and regenerative braking. Information and guidance given in this paper are views held by the authors. The authors would like to thank This paper has endeavoured to demonstrate some of the Atkins (Rail) and the University of Birmingham for their difficulties faced by railway designers and the support and advice in writing this paper. importance of using validated software as part of the development of railway simulations. These difficulties will The authors, Atkins Rail and the University of not be made any easier as client and public expectations Birmingham accept no liability to anyone for any loss or of new rail transit systems require the railway designers damage caused by any error or omission in the work, to incorporate more versatile and sophisticated whether such error or omission is the result of electrified railway and tram networks. negligence or any other cause.

Example of Validation Results

Output
Average Train Voltage (1) (V) Total train energy (2) (KWH) Minimum train voltage (3) (v ,m:s, km) STS (2) (KWH) CHS (2) (KWH) BES (2) (KWH) STS 1 min average power peak (4) (MW, mm:ss) CHS 1 min average power peak (4) (MW, mm:ss) BES 1 min average power peak (4) (MW, mm:ss) STS Max Instantaneous current (A, mm:ss) CHS Max instantaneous current (A, mm:ss) BES Max instantaneous current (A, mm:ss) STS Max 1 min current (A, mm:ss) CHS Max 1 min current (A, mm:ss) BES Max 1 min current (A, mm:ss) Actual arrival at Royal Victoria (7) (s) Actual arrival at Custom House (s) Actual arrival at Prince Regent (s) Actual arrival at Royal Albert (s) Actual arrival at Beckon Park (s) Actual arrival at Cyprus (s) Actual arrival at Gallions Reach (s) Actual arrival at Beckton (s) 0.30 0.31 0.43 1034 1003 1356 382 466 561 -26 -21 -26 -20 -26 -28 -27 -24

MTS
772 77.05 720 16.9 31.3 31.7 01:01 05:01 14:01 00:35 04:26 14:01 01:29 06:52 14:02 0.3 0.4 0.4 991 1127 1413 370 517 592 14:01 737

DLR
773 80.06 14:02 13.2 35.1 34.3 01:01 05:01 12:01&14:01 00:36 04:27 14:02 01:13 06:34 14:01 -26 -23 -26 -20 -26 -28 -29 -24

Error %
-0.13% -3.76% -2.31% 28.03% -10.83% -7.58% 0.00% -13.89% -2.27% 4.34% -10.97% -4.03% 3.24% -9.79% -5.27% 0.00% -8.70% 0.00% 0.00% 0.00% 0.00% -6.90% 0.00%