The next number of newsletter the Pvtrain will be on linens to March 2005.

Following the changes that were made, during the period from May 2004 to August 2004, we witnessed a considerable improvement in the performance of the entire photovoltaic system (Fig. 1) with results of notable interest and completely satisfactory, although not proven by a significant period of observation. We therefore deemed it necessary to test the modified equipment, with the new software setting, for a significant period of 12 months. To this end, a 1-year extension of the PVTRAIN project was applied for and accepted by the European Committee and, consequently, the date of completion of the project was set for the 31 st of October 2005. In accordance with this extension, during this extra year, we shall be able to monitor the prototypes built and thus obtain greater guarantees as to the efficiency of the photovoltaic system on the whole.

More specifically, the values recorded during the first stage of the testing campaign are shown as follows.

During the period of observation between July 2003 and November 2004, from the measurements taken on the first measurementes coach, we obtained the trend of the energy produced as illustrated by the diagram in figure 1, which highlights, during the period spanning May 2004 to August 2004, a greater energy output due to the aforementioned perfecting of the converter. Remember that the function of the converter is to transform the electrical energy generated by the photovoltaic panels into suitable electrical energy (voltage and current) for the charging of the batteries.

Consequently the energy supplied by the panels during the period of observation spanning July 2003 to November 2004 for the first measurementes coach was 626.74 KWh, corresponding to 470.055 Kg of CO2 not released into the atmosphere (remember that for every KWh produced by renewable energy sources rather than traditional sources, such as from thermoelectric power stations, the reduction in carbon dioxide not released into the atmosphere is of 750 g).

What’s more, for the other vehicles built and tested (H32 carriage, E 636 locomotive and self-propelled diesel coach 668) until July 2004, during the period of observation spanning August 2004 to November 2004, a positive trend of the electrical energy produced was witnessed. In fact, the tests and measurements carried out recorded an overall energy of 97.8 KWh, which correspond to 73.35 Kg of CO2 not released into the atmosphere.

Fig.1:


Comparing the data, on a unitary level per square metre of panel, for the energy produced between the measurementes coach and the other aforementioned vehicles, it is necessary to remember that for the types of vehicles identified (coaches, goods wagons and locomotives), two different models of photovoltaic panels were chosen and applied, of the same type, namely triple-junction amorphous silicon. This type of panel, for its construction technology, has the ability to divide the spectrum of light which, consequently, becomes the key to the high efficiency of this type of panel, particularly in conditions of poor solar irradiation and diffused light.

The coaches were fitted with “photovoltaic tile” type panels, namely strips of 12 panels pre-wired to one another and assembled in matrices of 5 strips connected in series and forming a “tray”; each carriage was fitted with 16 trays with 8 lots of two panels wired in parallel, as illustrated in figure 2.

Fig.2:



On the other hand, with regard to the installation of the panels on the goods wagons and locomotives, US 116 modules were chosen, again made of triple-junction amorphous silicon, encapsulated in a polymer, with an anodised aluminium frame, and applied to a steel plate.
On the H 32 goods wagons, following some changes such as the thickness reduction, 3 modules connected in series were fitted, as shown in figure 3.


The application of US 116 modules on the E 636 locomotive envisaged 6 panels connected in series (of three panels) and in parallel (of the 2 series). The photovoltaic modules were fitted onto the roof of the locomotive by welding the frames to which they are anchored, as shown in figure 4.


The self-propelled diesel coach Aln 668 (lightweight self-propelled coach) was fitted with 9 US 116 modules connected in series 3 by 3, forming 3 serial rows each and then connected in parallel, as shown in figure 5.

On the 27 th of October 2004, as scheduled with the European Community, the international Conference on the progress status verification of the project was held in Paris, at UIC headquarters (Union Internationale des Chemins de Fer - the International Railway Line Union), which had a positive outcome with regard to the interest of the conference attendants.

A copy of the material presented is attached below. The new brochure was delivered on occasion of the international Conference, and can be downloaded by clicking on the purpose-provided icon.

Therefore, following the extension of the project over the next few months, we will continue our measurements of the energy developed by the prototypes tested using remote measurement equipment that allows for constant monitoring at a distance, the recorded results of which will be included in our next Newsletter, and will continue the istallation of the instruments used and the monitoring of the remaining prototypes.



The application on innovative photovoltaic technology to the railways trains

    Presentation Basili
    Presentation Battistini
    Presentation Gherardini
    Presentation Ghezzi
    Presentation Masini
    Presentation Orsini
    Presentation Pelosi
    Presentation Troiano
    English Program (Paris 27/10/2004)
    Brochure PV Train (Italian/English)


Project Manager of the PVTRAIN project: Eng. Alessandro Basili, of the UTMR division of Trenitalia a.basili@trenitalia.it