Thermal Simulation of a Metro System

J. Amaya, G. Poblete, R. Roman, J. A. Sanchez

Centro de Modelamiento Matematico, Universidad de Chile, Av. Blanco Encalada
2120 Piso 7, Santiago de Chile
Abstract
This document contains the basic assumptions and equations to describe the thermal
balance model in a metro system. This model is based on a system of equations,
arising from classic mechanics and designed to be a part of a more detailed energy
eciency model. The goal of this model is to provide a rigorous justication for
the construction of a software tool for simulation and optimization of a general
metro line system. The software can be used to study the behavior of energy and
heat exchanges in the tunnel, in order to propose ecient solutions for passengers
comfort.
Key words:
Metro, Underground, Railway, Temperature, Tunnel, Thermal comfort, Heat load,
Modeling
1 Introduction
The operation of underground railway systems can generate enough heat to
raise tunnel and station temperatures as much as 811
o
C above ambient tem-
perature[1]. In London, where ambient temperature can reach 30
o
C and over
in summer, temperatures of more than 37
o
C have been recorded on some
trains within the London underground tube network [2]. It is obvious that
passenger comfort will be dicult to achieve in such conditions. The thermal
comfort conditions in underground railway environments is a complex problem
with many approaches. However, little has been written on the complications
ModEnergy WP16 10 June 2010
and diculties associated with cooling an underground railway system. The
deep and, sometimes, narrow tunnels make cooling of the underground rail-
way environment dier from those normally encountered in conventional air
conditioning and also the process is energy and capital intensive[3].
A train that runs on tracks out in the open does not signicantly changes
the thermal balance of the environment. The losses that it dissipates do not
aect the outside conditions in a measurable way. But external conditions
can and do aect the interior environment in a train. In eect, heat gained
by radiation through glazing or by indirectly heating up the train skin can
signicantly impact the interior conditions. In a tunnel system the situation is
quite dierent. The energy exchanges between the train and surroundings can
signicantly change ambient conditions. The model described in this document
permits the analysis of this phenomenon in the following ways:
Energy balances: to categorize energy exchanges and properly identify the
impact on energy consumption as well as thermal balance.
Prediction of ambient conditions: identies the conditions that will lead to
uncomfortable situations in a metro line.
Evaluation of the impact of changes in the system: how a change in operation
practices, technology or other variables, aects energy issues in the system.
2 Energy Balance Model
The whole system can be conceived as a series of nodes interconnected by
tracks. Each node is a station and the tracks link these stations. From a
thermal and mass transfer point of view, all nodes are linked. Normally air
enters stations, ows along corridors, platforms and tunnels, to be evacuated
at ventilation stations inside the tunnel. Air gains heat and moisture from
waste heat in the system and moisture released by passengers and other water
sources.
In what concerns the calculation core, the model evaluates separately each
track segment. This procedure has been conceived in order to accurate measure
the energy release by the trains. In fact, the goal is to know how this energy
is related whit operation procedures, ambient conditions, trains technology,
track proles, etc.
The Energy Balance Model was constructed to evaluate the heat transfer
taking place between the surrounding soil, inside air and inner loads. Assuming
average peak loads and normal train running conditions, the tunnel and its
content was split in several control volumes where the following loads were
considered in the analysis; see Fig 1:
2
Train: is a thermal energy source. This energy comes from: rolling and air
friction, braking losses, auxiliary power dissipated into the tunnel and pas-
senger thermal load.
Air in tunnel: it heats up in response to the thermal energy dissipated by
successive trains. It is also a sink as it is evacuated from the tunnel.
Earth around the tunnel and stations: it is a thermal sink, since it can
absorb energy from the air.
Fig. 1. Thermal balance model sketch
The terms in Figure 1 are:
Symbol
x = length of segments in m
x
i
= train actual position, in m
x
i1
= train previous position, in m
S
j
= actual station
S
j+1
= next station
The system, is divided in discrete segments x of length 1 [m], where the speed
and the air temperature are assumed constant, generating control volumes
where the energy balance could be calculated, as shown below, in equation
(1).

Q
T
=

Q
A
+

Q
G
(1)
with:

Q
T
= heat ow generated inside the line, in W

Q
A
= heat ow absorbed by the air, in W

Q
G
= heat ow absorbed by the ground, in W
The Energy Balance Model uses the following assumptions:
3
The model evaluates two systems: The Single Train System and The
Line System. The rst system, measures the performance of a single train
running in a specic way. As each traveling way has its own speed prole,
they are treated separately in each iteration. Also we recognize two traveling
ways: LR
1
and RL
2
. The second system evaluated, is in charge of the line
energy balance and thus, temperature predictions.
A train running in a specic way generates a Heat Prole over the track.
This Heat prole is added with the heat rejected in each station in order
to generate a unique heat prole a cross the whole line, for a specic time
interval.
Each track section (the tunnel that interconnect two stations) is isolated
from the rest of the tunnels, in the sense that stations work as boundary
conditions at the beginning of each iteration for temperature predictions,
and this generic situation is extended to the general system.
As stations also have specic properties (length, surface area, auxiliary
power, people coming in and out, etc.) and, more over, they are aected
by the track sections that are in both sides of it, a line will be considered as
a non-homogeneous tunnel. This means that stations will linked the track
sections in order to create a unique tunnel, but with dierent geometrical
properties. The non homogeneous tunnel has been conceived as a semi in-
nite solid with variable surface temperature, as boundary condition. The
ground that surrounds the tunnel acts as a sink and can store energy from
ambient conditions along the year, keeping ground temperature almost con-
stant depending on the season.
3 Heat Flow Generated Inside the Line

Q
T
The total thermal load along the track will depend on how many trains pass
during a given time interval, the type of the train, its speed, the number of
transported passengers, stations technology, etc. In order to stabilize the ows
inside the tunnel, we consider a one hour regimen. Therefore the line heat ow
will be the energy dissipated in it by all the thermal loads, for an hour regimen
(ie:

Q
T
= Q
T
/3600).
1
LR: from left to right, with each new station at the right of the previous one
2
RL: from right to left, is the opposite way to go over the line
4
3.1 Heat Prole Release by the Trains
To calculate the heat release by the trains we used mean operation values
during this hour, in order to have, for each traveling direction, a single heat
prole over a line section (Q
Zug
for his abbreviation in German). The total
amount of heat release by the trains will be this value multiplied by the trains
frequency, as shown below.
Q
T
= f
LR
Q
Zug
(LR) +f
RL
Q
Zug
(RL) +Q
S
(2)
with:
f
LR
= train frequency for the Left-Right direction, in trains/hour
Q
Zug
(LR) = heat dissipated bye the trains running in the Left-Right direc-
tion in one hour, in J
f
RL
= train frequency for the Right-Left direction, in trains/hour
Q
Zug
(RL) = heat dissipated bye the trains running in the Right-Left direc-
tion in one hour, in J
Q
S
= heat dissipated bye the stations in one hour, in J
Details of how the train heat prole is computed are in section 6 explained.
3.2 Heat Release in Stations
In each station, besides the heat release bye the trains at the departure and
at the arriving of them, other heat sources are present. Sources like the heat
carried by the air from outside, the amount of people circulating in the station
and the auxiliaries required for them, are now involved (see equation 3).

Q
S
= S
AUX
+AirLoad +

Q
Speople
(3)
with:
Q
S
= heat release in the station, in J
S
AUX
= station auxiliary power, in W
AirLoad = station air thermal load, in W
Q
Speople
= heat release bye the people in the station, in J
5
The stations have variable auxiliary loads. Auxiliaries are modeled with a
constant value plus another term, which increase with the amount of people
in the station. In order to calculate the station auxiliary power, we suppose a
sensibility to the stations amount of people, with an escalation rate of 50%.
Aux
S
i
= M
in
Aux
S
i
+
_
[M
ax
Aux
S
i
M
in
Aux
S
i
] dLD P
S
i
0, 5 M
ax
P
S
i
+P
S
i
_
(4)
The outside air conditions are fundamental in the stations inner energy bal-
ance. Its from this point where there inuence the whole line.
AirLoad = m
air
C
p,A
[T
S
i
T
out
] (5)
The heat dissipated by the people in the stations is hard to evaluate. The
prior is caused by the people ow undenation and its chaotic behavior. Some
complex approximations were tried for modeling this important heat load,
without improving accuracy. Therefore a simple approach has been taken,
were the user introduce the average amount of people in the station, for a
given time interval.
Q
Speople
= H
w
P
S
i
(6)
With:
Aux
S
i
= station (S
i
) auxiliary load, in W
dLD = station (S
i
) auxiliary system sensibility to the amount of people in the
station, set as 1,5 or with a 50% of escalation rate
H
w
= human load walking, set as 140 W
M
ax
Aux
S
i
= station (S
i
) maximum auxiliary load aloud, in W
M
ax
P
S
i
= maximum number of people on the station (S
i
)
M
in
Aux
S
i
= station (S
i
) minimum auxiliary load aloud, in W
m
air
= station (S
i
) air mass ow , in kg/s
P
S
i
= average number of people on station (S
i
)
T
S
i
= station (S
i
) air temperature, in
o
C
T
out
= outside air temperature, in
o
C
Besides we use the following assumptions:
6
(1) The Heat prole generated by the trains and rejected by the stations is
dissipated to the air.
(2) Air transfer heat by convection to the non-homogeneous tunnel walls and
oor.
(3) Heat is transferred to the ground by conduction.
(4) Radiative exchanges (short wave), between train and tunnel, are assumed
to be negligible.
4 Air Heat Flow (

Q
A
)
The nal factor, which cannot be accounted for by a steady-state heat bal-
ance approach, is the thermal interaction between air within the tunnel and
the surrounding ground. The tunnel lining and surrounding ground have a
large thermal mass and are strongly coupled to the air within the system. In
its most fundamental form, the problem under consideration is described by
Newtons law of cooling: the heat ux between the air within a tunnel and
the surrounding soil is proportional to the dierence between the temperature
of the air and of the tunnel wall surface. The magnitude of the heat trans-
fer or ux for a given temperature dierence is dictated by the heat transfer
coecient h, a parameter that is a function of the nature of the air ow and
properties of the wall surface.
We will use the linear solution to this complex problem [5], where the air heat
ux is related just to the air temperature over the tunnel longitudinal axis.
Air heat ux is simply calculated with equation (7), using the stations initial
temperatures as boundary condition at the beginning of each iteration 2.
Fig. 2. Air ow inside the tunnel
It is supposed, that for security reasons, air enters trough the stations corri-
dors, goes over the platforms and exit in the tunnels vents shafts. (See gure
2)
Modeling the air ow inside the tunnel is quite a problem, it has to take
7
in to account the air extractor system, the piston eect of the trains, the
chimney eect due to dierent air densities between the tunnel and external
ambient air, as well as dierent elevations of stations. In order to predict air
movements generated by trains moving through the system, our model use as
basis, an aerodynamic network model of the tunnels, stations, passageways
and ventilation shafts.

Q
A
= w
A

A
C
p,A
(T
i
T
i1
) (7)
where:
w
A
= air ow inside the tunnel taking in to account air renovation, in m
3
/s

A
= air density = 1.177 kg/m
3
T
i
= air temperature at x
i
, in

C
T
i1
= air temperature at x
i1
, in

C
Air properties change according to the pressure and temperature inside the
tunnel but, at the temperature range that we are working, this properties
do not varied signicantly. We display below the typical values used (for at-
mospheric pressure and 300

K):
air kinematic viscosity () = 1.857 kg/(ms)
air thermal conductivity (
A,T
) = 0.02623 W/(mK)
The ows are fully turbulent under the generic conditions considered, and give
generic turbulent ow proles. We then use the so-called Reynolds analogy
to relate the air ow velocity problem.
5 Ground Heat Flow (

Q
G
)
Earth temperature at the wall of the tunnel depends rstly on the heat trans-
fer from earth surface to deeper layers. Secondly the air in the tunnel itself
inuences the earth temperature at the tunnel wall [5].
The calculations are based on approximations for the earth temperature which
varies with the season of the year and depth under surface. Heat transfer coef-
cients for the heat ow between air, tunnel wall and earth are estimated from
material coecients, ow properties and geometric parameters. The following
restrictions are made for the current version of the program:
8
homogeneous earth is situated above and around the tunnel
ground properties are constant
To calculate the heat exchange in the tunnel the total length of the tunnel
is divided into segments which are treated step by step. Each segment is
supposed to carry air of constant temperature so that heat exchange in the
segment leads to a jump in temperature at the border between two segments.
The heat exchange for each segment is:

Q
G
= xU
L
(T
i
T
E,W
) (8)
where:
U
L
=heat transfer factor per length of wall between bulk air and wall, in W/(mK)
T
E,W
=earth temperature at the wall of the tunnel, in

C
It is necessary to introduce a correction factor [7] to represent the inuence
of the tunnel on the earth temperature. Then, comparing the heat ow from
the earth surface to the tunnel, with the heat ow through the tunnel wall [6],
the corrected earth temperature at the wall of the tunnel is:
T
E,W
=
U

T
E,0
+T
i
U

+ 1
(9)
where U

is the conductance ratio of heat transfer from earth surface to tunnel

and from airow to tunnel wall.
This parameter U

is dened to take into account thermal conductivity of

the earth, heat transfer coecient between the airow and the earth at the
tunnel wall as well as the geometric conguration:
U

=
2
U
L
1
ln
_
S
0
R
0
+
_
_
S
0
R
0
_
2
1
_
(10)
with:
= ground thermal conductivity = 1.5 W/(mK)
S
0
= depth of tunnel center under surface, in m
R
0
= hydraulic radius of tunnel, in m
9
The heat transfer coecient per length of wall of tunnel U
L
depends only on
h
i
, the heat transfer coecient at the inner surface of the tunnel, in the form:
U
L
= 2R
0
h
i
(11)
The heat transfer coecient at the inner surface of the tunnel h
i
(which is
measured in W/(m
2
K)) depends on ow properties, dimensions of the tunnel
and material properties of the air in the tunnel [5], in the form:
h
i
=

A,T
Nu
2R
0
(12)
The Nusselt number Nu of air in a tunnel depends on Reynolds number R
e
and
thus on ow rate. For turbulent airow Gnielinski [8] proposes the following
approximation:
Nu = 0.0214(R
0.8
e
100)P
0.4
r
(13)
with:
P
r
= Prandtl number of air
R
e
= Reynold number
The Reynolds number is basically the ratio of the inertial force of the medium
over it viscous force.
R
e
=
2V
a
R
0

(14)
where V
a
is air speed. The Prandtl number of air is taken as a constant (typ-
ically P
r
= 0.72).
P
r
=
C
p

A,T
(15)
The earth temperature at the wall of the tunnel not inuenced by the tunnel
(denoted T
E,0
) is calculated from the ambient air temperature with its mean
value T
m
and its maximum value T
max
, assuming a sinusoidal temperature
variation throughout the year.
T
E,0
= T
m
(T
max
T
m
)e

cos(A
s
) (16)
10
A parameter describes the thermal depth of the tunnel. Heat ows from
air to earth surface without resistance.
= S
0

c
t
0

(17)
where:
A
s
= season constant (A
s
=0 for summer and A
s
=0.5 for winter)

c
= volumetric heat capacity of ground, in J/m
3
K
t
0
= duration of year, in s (1 year = 31.5 10
6
s)
6 Train Model
A train along a track section has a distinct speed versus distance prole,
depending on the trajectory of the train (L-R or R-L), that is dened by the
system operator. This input and the track prole are the base, from where the
kinematics and the energy consumption of the train are calculated.
6.1 Previous Calculations for Cars
Ones a train is build in to the software, it calculates the train total Passenger
Capacity, Inertial Mass and its Length. With these global variables set, we
can calculate the car total weight, power consumption and heat rejected.
The model is constructed in such a way that each car has constant auxil-
iary power consumption, related with pneumatic and lightning systems, plus
a variable auxiliary load generated by the HVACs.
The HVAC power consumption, as well as the heat rejected by the car to the
tunnel, is a function of the amount of people on the car, the car inner comfort
temperature, ambient conditions and the car technology.
The rst thing, in order to calculate the cooling power needed to maintain the
selected comfort temperature, is to evaluate all the heat sources in the car.
11
These are: The Passenger Load, The Air Load
3
and The Conduction Load
4
.
P
Load
= P
ass
H
s
(18)
A
Load
= R
Air

A
C
p,A
[T
out
T
Comfort
] (19)
C
Load
= k Car
Surface
[T
out
T
Comfort
] (20)
with:
P
Load
= passenger thermal load, in W
H
s
= human load standing, set as 110 W
A
Load
= car air thermal load, in W
R
Air
= car air renovation, in m
3
/s

A
= air density, in kg/m
3
C
p,A
= air specic heat = 1007 J/(kgK)
T
Sout
= outside temperature, in
o
C
T
Comfort
= train inner comfort temperature, in
o
C
C
Load
= car conduction load, in W
k = car global heat transfer coecient, in W/(m K)
Car
Surface
= car surface area, in m
2
Equation 21 shows the thermal power needed to be absorbed by the car HVAC
system to maintain comfort conditions.
Car
Cool
= P
Load
+A
Load
+C
Load
+Car
aux
(21)
with:
Car
aux
= car constant auxiliary power, in W
The heat dissipated by the HVAC system is a function of its COP and the heat
rejected by the car to the line is a resultant of all the heat sources considering
3
the heat exchange generated with the outside air by air renovation
4
the heat exchange generated with the outside trough the cars surface
12
also HVACs, as shown in equation 22.

Q
Car
=
_
1 +
1
COP
_
Car
Cool
(22)
with:

Q
Car
= heat rejected by the car, in W
COP = HVACs coecient of performance
Finally, the total auxiliary power could be calculated as shown in equation 23.
Car
AUX
=
Car
Cool
COP
+Car
aux
(23)
with:
Car
AUX
= car total auxiliary power, in W
And the heat ow release by each car, and thus the train, will be:

Q
Pass&Aux
=

(

Q
Car
A
Load
+Car
aux
) (24)
For the case, that the cooling power is dierent then cero. When there are no
HVACs systems on the cars, we used the following simple approach.

Q
Pass&Aux
=

(P
Load
+Car
aux
) (25)
With:
dotQ
Pass&Aux
= train heat ow rejected to the tunnel, in W
All these parameters are used by the calculation core, witch is in charge of the
mechanical power, needed to move the train, predictions.
13
6.2 Kinematics
From the speed prole all the basics kinematics are calculated as show in
equations 26 and 27.
The traveling time is calculated as:
t(x
i
) = t(x
i1
) +
2
V (x
i
) +V (x
i1
)
(x
i
x
i1
) (26)
With:
t(x
i
) = train traveling time to the actual position, in s
t(x
i1
) = train traveling time to the previous position, in s
V (x
i
) = train actual speed, in m/s
V (x
i1
) = train previous speed, in m/s
If one knows the speed V (x
i
) and the speed V (x
i1
), then the acceleration
can be simply calculated from the speed dierences.
a(x
i
) =
V (x
i
) V (x
i1
)
t
(27)
With:
a(x
i
) = train instant acceleration, in m/s
2
t = time interval between train positions (t(x
i
) t(x
i1
)), in s
The software also uses a maximum acceleration and jerk limit to overcome
noise in the acceleration prole.
14
6.3 Power calculations
In order to achieve a specic speed, the train has to overcome all the forces
that are against its motion. Therefore the inlet power can be conceived as the
result of multiplying these forces with the train speed.
P
ower
(x
i
) =F(x
i
)V (x
i
)
F(x
i
) =F
I
(x
i
) +F
R
(x
i
) +F
D
(x
i
) +F
C
(x
i
) +F
S
(x
i
)
where:
P
ower
(x
i
) = power generated by the motors at x
i
, in W
F(x
i
) = forces over the train at x
i
, in N
The force needed to accelerate the train can be broken down into the following
components:
6.3.1 Inertial Forces (F
I
)
To move forward, the train must provide enough energy to overcome the trains
inertia, which is directly related to its weight.
F
I
= (M
T
+M
I
)a(x
i
)
where:
F
I
= inertial force, in N
M
T
= train total weight, in kg
M
I
= train inertial mass, in kg
6.3.2 Rolling Friction Force (F
R
)
It is conceived, as force necessarily to move the wheels forward and is directly
proportional to the weight of the load supported by the wheels. The magnitude
of the friction force is [9]:
Davis formula term for Rolling Friction:
F
R
= M

T
(A +B V (x
i
)) (28)
where:
15
F
R
= rolling friction force, in N
M

T
= Train total weight, in ton
A = Davis formula A empirical parameter for the train
B = Davis formula B empirical parameter for the train
6.3.3 Aerodynamic Drag (F
D
)
The force exerted on a train moving inside a tunnel, depends in a complex
way upon the velocity of the train relative to the air, the viscosity and density
of air, the shape of the train, the roughness of its surface and the tunnel
cross-sectional area[10].
F
D
= C D v
2
(29)
with:
F
D
= aerodynamic drag force, in N
C = Davis formula A empirical parameter for the tunnel
D = Davis formula D empirical parameter for the train
For small values of the Reynolds number (called laminar ow since the ow
is nonturbulant) the drag coecient is inversely proportional to the velocity.
This means that the drag force is only proportional to the train velocity.
When the ow is turbulent the Reynolds number is large, and the drag co-
ecient D is approximately constant. This is the quadratic model of uid
resistance, in that the drag force is dependent on the square of the velocity.
6.3.4 Force due to Track Curve (F
C
)
This force is a result of the change in the accelerating vector.
F
C
= M
T
g
E
r
(30)
16
with:
F
C
= force due track curve in N
E = Davis formula E empirical parameter for the train
g = gravity acceleration, in m/s
2
r = curve radius, in m
6.3.5 Force due to Track Slope (F
S
)
Not always this force plays against motion. It depends on the direction in
which the train is moving, down or up stream.
F
S
= M
T
g
dh
dl
(31)
with:
F
S
= force due track slope, in N
dh = track height dierence with equal slope and curve radius, in m
dl = track length with equal slope and curve radius, in m
6.4 Energy Usage
The software use a linear approach to calculate the energy used in motion.
This means that no matter what speed the train has, we consider the same
traction chain eciency. Therefore the power needed by the electrical motors
is only a function of the mechanical power and thus, function of the forces
against its motion.
E
Drive
=
P
ower

t (32)
The total energy usage will came from the energy needed for motion and the
used in auxiliaries, but with the caution of taking in to account the energy
recovered in the breaking phase E
R
.
E
Zug
= E
Drive
+Zug
AUX
t E
R
(33)
E
R
= (E
k
(x
i
) + E
p
(x
i
))(RECOV ) (34)
These energy terms are calculated as:
17
E
k
(x
i
) =
1
2
M
T
V
2
(x
i
)
E
p
(x
i
) =gM
T
dh
dl
x
with:
E
Drive
= energy used for motion, in J
= traction chain eciency
E
R
= recovered energy, in J
RECOV = recovery rate, 0 RECOV 1
E
k
(x
i
) = kinetic energy at x
i
, in J
E
p
(x
i
) = potential energy dierence at x
i
, in J
6.5 Train Heat (Q
Zug
)
The heat generated by a train can be split in four terms, according on accel-
erating rate, the use of brakes, friction loses and constant heat values related
with the passenger load and the use of auxiliaries.
Equation 35 shows the dierent train heat sources.
Q
Zug
= Q
Friction
+Q
Brakes
+Q
Pass&Aux
+Q
Motors
(35)
with:
Q
Zug
= train heat losses, in J
Q
Friction
= train friction losses, in J
Q
Brakes
= train breaking losses, in J
Q
Pass&Aux
= passenger and auxiliary on the train losses , in J
Q
Motors
= train electrical motor losses, in J
6.5.1 Heat dissipated by the electrical motors (Q
Motors
)
Electric and mechanical ineciencies are taking in to account as the train
increases its acceleration. Q
Motors
are energy loses related with the dierences
18
between the motors electrical power consumption and power necessary for
motion.
The train was modeled as a dynamic system that moves along rails. The train
has a certain mass (tare weight, load and rolling inertial mass). Forces that
act on the train are: inertia, rolling friction, air drag, forces due to curvature
and forces due to slope. From the equations its possible to calculate the train
required force to accelerate, the input power and thus the motors energy losses.
Q
Motors
=
_
P
ower

P
ower
_
t
6.5.2 Heat dissipated in the breaking phase (Q
Brakes
)
As the train brakes one part of the energy needed to decrease its speed is re
injected to the lines and the other is dissipated as heat.
In this situation we have two cases. The rst on consider only the work of
regenerative brakes and the braking eciency related to it.
B
rakes
=E
k
(x
i
) + E
p
(x
i
) E
R
B
rakes
=|E
k
(x
i
) + E
p
(x
i
)| (1 RECOV )
The second case, suppose that for a particular speed regenerative brakes are
almost useless and mechanical breaks are used. Thus this specic speed is
considered as input.
B
rakes
= |[E
k
(x
i
) E
k
(x
i1
)] + E
p
(x
i
)|
where:
E
k
(x
i1
) = kinetic energy at x
i1
, in J
6.5.3 Heat generated by friction (Q
Friction
)
This term considers friction from wheels to rails or train to air. The amount
of energy dissipated on friction is calculated as the power wasted due to Aero-
dynamic Drag Forces and Curve Forces, plus the Rolling Friction Force work.
19
Q
Friction
= (F
D
+F
C
+F
R
) V (x
i
)t
6.5.4 Heat Rejected by passengers and auxiliaries (Q
Pass&Aux
)
The fourth term considers the heat generated by electrical auxiliaries
5
and
passengers.
Q
Pass&Aux
=

Q
Pass&Aux
t
A Software Inputs
Its important to understand that the Software use a lot of physical, technical
and operational parameters, which in the case that they ware irresponsibly
lled, the output data will be corrupted.
With this warning expressed, the calculation method and all the parameters
6
involved in it, are further presented.
When a line is created four kinds of parameters are required:
A.1 General Parameters
These take care of ground and air thermal properties, climatological statistics
and human standard parameters, such as weight and thermal load.
These values are not to be xed between iterations, and should be coherent
with the location of the line.
A.2 Line Parameters
These are the stations and tunnels geometrical parameters, plus the track and
speed prole for each section.
The rst step to build a line is to create the stations and the tunnels that
linked them. Following the nodes and arcs analogy, the rst station created
5
lights, ventilators, cooling systems and other electrical systems
6
All the input data is in International Standard Units (IS).
20
represents the rst node and the next station will be placed at the right of it.
These means that a the line is created from Left to Right.
For each station the following data is request:
Length
Mean Section Area
Mean Perimeter
Minimum Auxiliary Power
Maximum Auxiliary Power
Ones two station are created the tunnel that interconnect them appear. Now
the track prole needs to be created. The track prole is dene between sta-
tions middle point and is discretizated in segments with equal slope and curve
radius. Two speed proles are asked, one for the trains running from the
rst station to the second one, or from Left-Right, and another one for the
trains running from Right-Left. Besides this information, also the next data
is needed:
Davis Formula C Parameter
Total Air ow inside Tunnel
Station A Shaft Inuence
Tunnel Cross Section Area
Tunnel Mean Perimeter
A.3 Train Parameters
The software creates a train data base from where we can choose. When a
train is build in to the software, some properties are given from the cars that
compose it, and others are inherent of the train.
Each car has its own:
Constant Auxiliary power
Air Renovation
HVAC coecient of performance COP
HVAC maximum cooling Power
Heat transfer coecient (k)
Car surface
Inertial mass
Maximum number of passengers aloud on the car
Car tar weight
Length
21
And the train has the following specic data:
Minimum speed at which regenerative brakes work
Motor & Traction chain eciency
Breaking energy recovery rate (RECOV)
Davis Formula A Parameter
Davis Formula B Parameter
Davis Formula D Parameter
Davis Formula E Parameter
A.4 Case Parameters
After the line and the trains are created we can run a simulation with spe-
cic operational parameters such as the amount of people in the stations,
the amount of passengers traveling en each direction, type of trains, train
frequency and dwell time, inner comfort temperature, year season and ini-
tial station temperature. The before mention parameters, generate, what we
call, a case study and can be selected for a whole line or just for a line segment.
List of notations
Symbol Description
A =Davis formula A empirical parameter for the train
a(x
i
) =train instant acceleration, in m/s
2
A
Load
=car air thermal load, in W
A
s
=season constant (A
s
=0 for summer and A
s
=0.5 for winter)
AirLoad =station air thermal load, in W
Aux
S
i
=station (S
i
) auxiliary load, in W
B =Davis formula B empirical parameter for the train
C =Davis formula A empirical parameter for the tunnel
C
Load
=car conduction load, in W
C
p,A
=air specic heat = 1007 J/(kgK)
Car
aux
=car constant auxiliary power, in W
22
Symbol Description
Car
AUX
=car total auxiliary power, in W
Car
Surface
=car surface area, in m
2
COP =HVAC coecient of performance
D =Davis formula D empirical parameter for the train
dh =track height dierence with equal slope and curve radius, in m
dl =track length with equal slope and curve radius, in m
dLD =station (S
i
) auxiliary system sensibility to the amount of people in the
station, set as 1,5 or with a 50
E =Davis formula E empirical parameter for the train
E
p
(x
i
) =potential energy dierence at x
i
, in J
=traction chain eciency
E
Drive
=energy used for motion, in J
E
R
=recovered energy, in J
E
k
(x
i1
) =kinetic energy at x
i1
, in J
E
k
(x
i
) =kinetic energy at x
i
, in J
F(x
i
) =forces over the train at x
i
, in N
f
LR
=train frequency for the Left-Right direction, in trains/hour
f
RL
=train frequency for the Right-Left direction, in trains/hour
F
C
=force due track curve, in N
F
D
=aerodynamic drag force, in N
F
I
=inertial force, in N
F
R
=rolling friction force, in N
F
S
=force due track slope, in N
g =gravity acceleration, in m/s
2
H
s
=human load standing, set as 110 W
H
w
=human load walking, set as 140 W
k =car global heat transfer coecient, in W/(mK)
=ground thermal conductivity = 1.5 W/(mK)
23
Symbol Description
m
air
=station (S
i
) air mass ow , in kg/s
M
ax
Aux
S
i
=station (S
i
) maximum auxiliary load aloud, in W
M
in
Aux
S
i
=station (S
i
) minimum auxiliary load aloud, in W
M
ax
P
S
i
=maximum number of people on the station (S
i
)
M
I
=train inertial mass, in kg
M
T
=Train total weight, in kg
M

T
=Train total weight, in ton
P
Load
=passenger thermal load, in W
P
ower
(x
i
) =power generated by the motors at x
i
, in W
P
S
i
=average number of people on station (S
i
)
P
r
=Prandtl number of air

Q
A
=heat ow absorbed by the air, in W

Q
Car
=heat rejected by the car, in W

Q
G
=heat ow absorbed by the ground, in W

Q
T
=heat ow generated inside the line, in W
Q
Brakes
=train breaking losses, in J
Q
Friction
=train friction losses, in J
Q
Motors
=train electrical motor losses, in J
Q
Pass&Aux
=passenger and auxiliary on the train losses , in J
Q
S
=heat dissipated bye the stations in one hour, in J
Q
Speople
=heat release bye the people in the station, in J
Q
Zug
(LR) =heat dissipated bye the trains running in the Left-Right direction in
one hour, in J
Q
Zug
(RL) =heat dissipated bye the trains running in the Right-Left direction in
one hour, in J
Q
S
=heat release in the station, in J
r =curve radius, in m

A
=air density = 1.177 kg/m
3
24
Symbol Description

A
=air density, in kg/m
3

c
=volumetric heat capacity of ground, in J/m
3
K
R
0
=hydraulic radius of tunnel, in m
R
Air
=car air renovation, in m
3
/s
R
e
=Reynold number
RECOV =recovery rate, 0 e 1
S
0
=depth of tunnel center under surface, in m
S
AUX
=station auxiliary power, in W
S
j
=actual station
S
j+1
=next station
t(x
i1
) =train traveling time to the previous position, in s
t(x
i
) =train traveling time to the actual position, in s
t =time interval between train positions (t(x
i
) t(x
i1
)), in s
t
0
=duration of year, in s (1 year = 31.5 10
6
s)
T
Comfort
=train inner comfort temperature, in
o
C
T
E,W
=earth temperature at the wall of the tunnel, in

C
T
i1
=air temperature at x
i1
, in

C
T
out
=outside air temperature, in
o
C
T
S
i+1
=next station (S
i+1
) initial temperature, in
o
C
T
S
i
=station (S
i
) air temperature, in
o
C
T
i
=air temperature at x
i
, in

C
U
L
=heat transfer factor per length of wall between bulk air and wall, in
W/(mK)
V (x
i1
) =train previous speed, in m/s
V (x
i
=train actual speed, in k/h
w
A
=air ow inside the tunnel taking in to account air renovation, in m
3
/s
x =length of segments, in m
x
i1
=train previous position, in m
25
Symbol Description
x
i
=train actual position, in m
References
[1] F. Ampofo, G. Maidment, J. Missenden; Underground railway environment in
the UK Part 2: Investigation of heat load; Applied Thermal Engineering, vol.
24 (2004), pp. 633-645.
[2] P. Walker; Lotsa fun in the Hot Tubes tonight; The Rail Engineer, vol. 6 (2006),
pp. 38-39.
[3] F. Ampofo, G. Maidment, J. Missenden; Underground railway environment in
the UK Part 1: Review of thermal comfort; Applied Thermal Engineering, vol.
24 (2004), pp. 633-645.
[4] W. M. Rohsenow and J.P. Hartnett, Handbook of Heat Transfer, McGraw-Hill
Boock Compaby, New York, 1973.
[5] St. Benkert, F.D. Heidt, D. Scholer, Calculation tool for earth heat exchangers
GAEA, Department of Physics, University of Siegen, D-57068 Siegen,
Germany.
[6] K.J. Albers, Untersuchungen zur Auslegung von Erdwarmeaustauschern f ur
die Konditionierung der Zuluft f ur Wohngebaude, Ph. D. Thesis, Universitat
Dortmund, Dortmund, 1991.
[7] H.L. von Cube, Die Projektierung von erdverlegten Rohrschlangen f ur
Heizwarmepumpen (Erdreich- Warmequelle), Klima + Kalte-Ingenieur, 1977.
[8] V. Gnielinski, Neue Gleichungen f ur den Warmeund den Sto ubergang in
turbulent durchstromten Rohren und Kanalen, Forschung im Ingenieur-Wesen,
41, 1975.
[9] Dan B. Marghitu, Mechanical Engineers Handbook, ACADEMIC PRESS, 2001.
[10] Edward H. Smith, Mechanical Engineer s Reference Book, Buttenvorth-
Heinemann,Twelfth edition, 2000.
[11] John H. Lienhard IV and John H. Lienhard, Mechanical A Heat Transfer
TextBook, Phlogiston Press,Third edition, 2000.
26