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Troleybüs Enerji Hatları için MATLAB Modeli.

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Title: Troleybüs Enerji Hatları için MATLAB Modeli.
Alternate Title: MATLAB Model for Trolleybus Power Lines.
Authors: DİKMEN, İsmail Can1 candikmen@gmail.com, ARI, Ali2 aari@gazi.edu.tr, KARADAĞ, Teoman1,3 teoman.karadag@inonu.edu.tr
Source: Firat University Journal of Engineering Science / Fırat Üniversitesi Mühendislik Bilimleri Dergisi. 2026, Vol. 38 Issue 1, p23-35. 13p.
Subjects: Overhead electric lines, Electric current rectifiers, Power electronics, Power distribution networks, MatLab (Computer software), Electric lines, Public transit
Geographic Terms: Malatya (Turkey)
Abstract (English): This paper develops and validates a MATLAB/Simulink model of the Malatya trolleybus system. The 36 km line is represented as a segmented DC network supplied by nine traction rectifier modules and insulated into ten zones. Traction motor and inverter dynamics, the rectifier topology, and the overhead contact line are modeled as a coupled system. A speed command that mimics between-stop driving is used to excite the model. Simulations employ variable-step ODE45 with a relative tolerance of 1e-3, while power electronic blocks run in discrete Tustin or backward Euler with a 2e-6 s sample time. Under nominal 750 V DC supply, the computed waveforms reproduce operational limits: vehicle speed reaches 65 km/h, line current remains below 600 A, and line voltage does not fall below 220 V during acceleration where sag is expected. Instantaneous power is evaluated as V(t)I(t), and the distance-normalized energy is consistent with approximately 3.2 kWh per kilometer. It may seem straightforward, yet confirming continuity during rectifier switching required careful zone logic. The outcomes indicate a model that captures the interaction of vehicle, converter, and network with sufficient fidelity for load sharing analysis, voltage sag assessment, and preliminary power flow optimization in urban public transport. The framework is intentionally compact but readily extendable to regenerative braking and battery-assisted operation. [ABSTRACT FROM AUTHOR]
Abstract (Turkish): Bu çalışma, Malatya trambüs hattının MATLAB/Simulink tabanlı ayrıntılı bir modelini sunar ve işletme sınırları üzerinden doğrular. Toplam 36 km uzunluğundaki hat, dokuz doğrultucu merkezi tarafından beslenen ve izolatörlerle ayrılmış on bölge olarak ele alınmıştır. Çekiş motoru ve invertör zinciri, TRM mimarisi ve katener DC ağı birlikte modellenmiş, duraklar arası tipik sürüşü yansıtan bir hız komutu kullanılmıştır. Simülasyonlarda değişken adımlı ODE45 tercih edilmiş, bağıl tolerans 1e3 alınmış, güç elektroniği bloklarında ayrık Tustin ya da backward Euler yöntemi 2e-6 s örnekleme ile kullanılmıştır. Nominal 750 V DC besleme altında elde edilen dalga şekilleri beklenen işletme eşiklerini üretir: araç 65 km/saat değerine ulaşır, hat akımı 600 A sınırını aşmaz, hızlanma evrelerinde görülen düşümlere karşın hat gerilimi 220 V değerinin altına inmez. Anlık güç P(t)=V(t)I(t) olarak hesaplanmış, birim mesafe başına enerji tüketimi yaklaşık 3.2 kWh/km ile tutarlı bulunmuştur. İlk bakışta sıradan görünse de, TRM açma-kapama sırasında süreklilik doğrulaması için bölge mantığının dikkatle kurgulanması gerekmiştir. Bulgular, modelin güç akışı dağılımı, gerilim düşümü ve ön optimizasyon çalışmaları için yeterli doğruluk sunduğunu, ayrıca rejeneratif frenleme ve batarya destekli işletime doğal biçimde genişletilebileceğini göstermektedir. [ABSTRACT FROM AUTHOR]
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Database: Engineering Source
Description
Abstract:This paper develops and validates a MATLAB/Simulink model of the Malatya trolleybus system. The 36 km line is represented as a segmented DC network supplied by nine traction rectifier modules and insulated into ten zones. Traction motor and inverter dynamics, the rectifier topology, and the overhead contact line are modeled as a coupled system. A speed command that mimics between-stop driving is used to excite the model. Simulations employ variable-step ODE45 with a relative tolerance of 1e-3, while power electronic blocks run in discrete Tustin or backward Euler with a 2e-6 s sample time. Under nominal 750 V DC supply, the computed waveforms reproduce operational limits: vehicle speed reaches 65 km/h, line current remains below 600 A, and line voltage does not fall below 220 V during acceleration where sag is expected. Instantaneous power is evaluated as V(t)I(t), and the distance-normalized energy is consistent with approximately 3.2 kWh per kilometer. It may seem straightforward, yet confirming continuity during rectifier switching required careful zone logic. The outcomes indicate a model that captures the interaction of vehicle, converter, and network with sufficient fidelity for load sharing analysis, voltage sag assessment, and preliminary power flow optimization in urban public transport. The framework is intentionally compact but readily extendable to regenerative braking and battery-assisted operation. [ABSTRACT FROM AUTHOR]
ISSN:13089072
DOI:10.35234/fumbd.1812962