4 ms·

More information available from the article's source: https://www.ianvisits.co.uk/blog/2017/06/10/cooling-the-tube-engineering-heat-out-of-the-underground/ http

More information available from the article's source: https://www.ianvisits.co.uk/blog/2017/06/10/cooling-the-tube-engineering-heat-out-of-the-underground/ https://www.ianvisits.co.uk/blog/2017/06/10/cooling-the-tube...

hghhhggv 9y ago
Mods: linked article is content less crap and complains about ad blockers. Please link to this instead.
pasbesoin 9y ago
This is a much better and more thorough read.
hengheng 9y ago
These are the first trains that I hear of with no regenerative braking.
- mrec 9y ago
  > indeed, the use of regenerative braking now converts about half the heat loss back into electricity. However, that can only work where trains are accelerating and braking at the same time, on the same electricity sub-station loop. Besides that, Tube tracks often rise slightly at stations, so that trains get a small gravity assist to both stopping and starting off again. (Unfortunately it also means that hot air from the tunnels tends to collect there, but you can't win 'em all.)
  - flai 9y ago
    That is a pretty cool way to implement regenerative breaking that I honestly never thought of (even though the tram in my hometown feeds energy in the grid when driving downwards)
- crote 9y ago
  Correct me if i'm wrong, but it seems that regenerative braking is a bit troublesome because it is a third rail direct current system: a "regular" AC system can simply feed power back through the transformers to the power grid, but this is not possible here, so power must be consumed by another train fed by the same rectifier.
  - hydrogen18 9y ago
    It would be much more difficult to feed power back into an AC grid from a regenerative brake. With a DC grid, no synchronization is needed.
    - F_r_k 9y ago
      That's not true. 1) modern railway is fully IGBT powered. In this case it is trivial to inject current. 2) with DC current you need a substation capable of converting AC to DC (easy: bridge rectifier) but also DC to AC (to given tolerances) which is much more cumbersome.
  - mhb 9y ago
    You're not wrong: However, that [regeneraative braking] can only work where trains are accelerating and braking at the same time, on the same electricity sub-station loop.
  - ams6110 9y ago
    Or something like super capacitors to hold the braking energy until the train needs to a accelerate again
- mschuster91 9y ago
  The first generation of Munich subway trains (manufactured from 1967-1983) uses resistor banks for braking, so the energy from braking goes right into heat. Only the later generation B and the new C generation can move brake energy back into the grid.
OJFord 9y ago
This is the much better article for this audience. The submitted article is an expansion of tweets summarising this one.
sctb 9y ago
Thanks! We updated the link from http://www.citymetric.com/transport/londons-tube-has-been-running-so-long-its-literally-raising-temperature-earth-around-it http://www.citymetric.com/transport/londons-tube-has-been-ru... to this a while ago.

hghhhggv 9y ago

Mods: linked article is content less crap and complains about ad blockers. Please link to this instead.

pasbesoin 9y ago

This is a much better and more thorough read.

hengheng 9y ago

These are the first trains that I hear of with no regenerative braking.

mrec 9y ago
> indeed, the use of regenerative braking now converts about half the heat loss back into electricity. However, that can only work where trains are accelerating and braking at the same time, on the same electricity sub-station loop. Besides that, Tube tracks often rise slightly at stations, so that trains get a small gravity assist to both stopping and starting off again. (Unfortunately it also means that hot air from the tunnels tends to collect there, but you can't win 'em all.)
- flai 9y ago
  That is a pretty cool way to implement regenerative breaking that I honestly never thought of (even though the tram in my hometown feeds energy in the grid when driving downwards)
crote 9y ago
Correct me if i'm wrong, but it seems that regenerative braking is a bit troublesome because it is a third rail direct current system: a "regular" AC system can simply feed power back through the transformers to the power grid, but this is not possible here, so power must be consumed by another train fed by the same rectifier.
- hydrogen18 9y ago
  It would be much more difficult to feed power back into an AC grid from a regenerative brake. With a DC grid, no synchronization is needed.
  - F_r_k 9y ago
    That's not true. 1) modern railway is fully IGBT powered. In this case it is trivial to inject current. 2) with DC current you need a substation capable of converting AC to DC (easy: bridge rectifier) but also DC to AC (to given tolerances) which is much more cumbersome.
- mhb 9y ago
  You're not wrong: However, that [regeneraative braking] can only work where trains are accelerating and braking at the same time, on the same electricity sub-station loop.
- ams6110 9y ago
  Or something like super capacitors to hold the braking energy until the train needs to a accelerate again
mschuster91 9y ago
The first generation of Munich subway trains (manufactured from 1967-1983) uses resistor banks for braking, so the energy from braking goes right into heat. Only the later generation B and the new C generation can move brake energy back into the grid.

OJFord 9y ago

This is the much better article for this audience. The submitted article is an expansion of tweets summarising this one.

sctb 9y ago

Thanks! We updated the link from http://www.citymetric.com/transport/londons-tube-has-been-running-so-long-its-literally-raising-temperature-earth-around-it http://www.citymetric.com/transport/londons-tube-has-been-ru... to this a while ago.