ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004最新文献

{"title":"Analysis of dynamic MRTS traction power supply system based on dependent train movement simulation","authors":"D. Yu, K. Lo, Xiao Dong Wang, Chuanwen Yin, D. Huang","doi":"10.1115/RTD2004-66028","DOIUrl":"https://doi.org/10.1115/RTD2004-66028","url":null,"abstract":"As the motivation in developing modern MRTS and the upgrading of old systems in many metropolitans all over the world, especially for public transportation in developing countries, the demand to simulate the dynamic traction power supply system (TPSS) more effectively and practically has increased. This paper describes the work of simulating and analysing TPSS. It is based on dependent train movement in conjunction with TPSS simulation to establish a panorama view of the features. The free time scheduled strategy for train movement is applied which is more flexible and effective to reflect operation strategies. To set up the dynamic TPSS structure with respect to the moving train status for the system solution, the schematic arrangement is split into four parts: establishment of the elementary electric network framework: establishment of the dynamic electrical network structure which includes both the elementary power network and the moving trains statuses: dynamic electric network simulation; and system analyses based on the panoramic features drawn from the simulation. The simulation results are based on the Shanghai metro line one (excluding the extension section). Simulation and analysis on more lines including Shanghai line two and Guangzhou line one MTRS have also been implemented using similar approaches. The complete profiles of the TPSS provide a practical means in analysing the system configuration as well as organizing the system operation.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133246512","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Optimization of diesel engine - synchronous alternator group","authors":"G.F. Girda, A. Moosajee","doi":"10.1115/RTD2004-66026","DOIUrl":"https://doi.org/10.1115/RTD2004-66026","url":null,"abstract":"The paper describes the findings of an experiment that is a result of close collaboration among four companies. The paper discusses the experiment on one locomotive by using a microprocessor-based relay, multiple function relay (MFR) SEL-701, for on-line measurement, control and optimization of a HEP (head end power) group. The HEP has a diesel engine, 810 HP/908 HP, 1800 rpm, and a double wound three-phase self-excited synchronous alternator, 625 kVA, 575 V. The HEP group is installed on the locomotive and supplies the electrical hotel power to the train's coaches. The relay SEL-701 (Schweitzer engineering laboratories) measures the diesel engine temperatures on 7 different points and the winding temperatures at 3 internal points, one per each phase. The SEL-701 monitors alternator output currents, voltages and controls one (or both) train lines when the diesel engine's hottest temperature equals the maximum admissible temperature. Amongst others the paper highlights the benefits derived by use of on-line measurements of the diesel engine before and after relocation of a pre-existent engine shutdown temperature probe. In addition, the paper discusses the decrease in the numbers of diesel engine shut downs due to the modified mode of protection and the increase in available electrical power supplied to the train lines together with the comparison of the HEP group efficiency before and after modification.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"70 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126201221","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Computation and validation of rail-to-earth potential for diode-grounded DC traction system at Taipei Rapid Transit System","authors":"Bih‐Yuan Ku, Thomas Hsu","doi":"10.1115/RTD2004-66024","DOIUrl":"https://doi.org/10.1115/RTD2004-66024","url":null,"abstract":"In this paper we present a case study of frequent surges of unusually high rail-to-earth potential values at Taipei Rapid Transit System. The rail potential values observed and the resulting stray current flow associated with the diode-ground DC traction system during operation are contradictory to the moderate values on which the grounding of the DC traction system design was based. Thus we conducted both theoretical study and field measurements to obtain better understanding of the phenomenon, and to develop a more accurate algorithm for computing the rail-to-earth potential of the diode-ground DC traction systems.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"130 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114661139","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Implementing optical speed measurement (OSMES) for communications based train control","authors":"E. Mortlock, G. Hubbs","doi":"10.1115/RTD2004-66016","DOIUrl":"https://doi.org/10.1115/RTD2004-66016","url":null,"abstract":"New York City Transit is installing communications-based train control (CBTC) as part of its signal modernization program starting with the Canarsie Line. CBTC requires a higher accuracy of speed and distance measurement than conventional signal systems. An optical speed and position measurement system (OSMES) that is independent of the wheel-rail interface is being used on this project. An accelerated program to develop this system into a production device had to be undertaken as well as solving many application obstacles, including severe clearance and environmental restrictions. Implementing an unproven subsystem on an operating transit system with tight project budget and schedule constraints presents many challenges.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129248777","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"PATH's downtown restoration program","authors":"F. Childs, R. Bulayev","doi":"10.1115/RTD2004-66039","DOIUrl":"https://doi.org/10.1115/RTD2004-66039","url":null,"abstract":"On September 11. 2001, the terrorist attacks that destroyed the World Trade Center (WTC) in Lower Manhattan. New York City also damaged the Port Authority Trans-Hudson Corp.'s (PATH's) busiest terminal serving the heart of the thriving downtown financial, commercial, and residential district. The aftermath of the attacks also forced the closure of PATH's key station at Exchange Place that serves Jersey City. New Jersey's expanding \"gold coast\" business and residential area. PATH's more than 260,000 average weekday commuters between New Jersey and New York were affected in some way by these tragic events, and PATH ridership fell sharply during the following months. Among the PATH facilities that were damaged or destroyed at WTC, and in the two Hudson River tubes, and at Exchange Place Station were all of the electrical, power, signal, and communications systems. Recovery and restoration work began immediately, but was hampered by the extensive rescue, recovery, removal, and demolition work at the World Trade site. Broken water lines and fire fighting efforts flooded both river tubes, which were later sealed at Exchange Place to prevent additional potential damage to PATH's New Jersey facilities. This paper describes PATH's recovery program to replace the electrical, power, signal, and communications facilities from Exchange Place to the WTC Terminal. A temporary WTC terminal has been built to restore direct service to Lower Manhattan's financial, business, and residential center as of November 23, 2003. As part of this program, new trackwork was installed to enhance operational flexibility and provide temporary interim service to Exchange Place Station, which reopened June 29. 2003. Capacity expansion provisions were included to allow for future 10-car train operations when a new rail car fleet is procured. Facilities replaced include a new traction power and auxiliary services substation, new cables, ductbanks, new signals and central control system, wayside phones, emergency power removal switches, tunnel lighting, radio antenna, and fiber optics. An accelerated design and construction schedule was followed, using a broad combination of in-house, consulting, and contractor forces.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121575722","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Nonlinear investigation of the effect of primary suspension on the hunting stability of a rail wheelset","authors":"A. Mohan, Medhi Ahmadian","doi":"10.1115/RTD2004-66004","DOIUrl":"https://doi.org/10.1115/RTD2004-66004","url":null,"abstract":"The mathematical model of a single railway wheelset moving with constant speed on a smooth, level, and tangential track is used to numerically investigate the nonlinear dynamics of the wheelset. Nonlinearities in the wheelset model include the nonlinear wheel-rail profile and the friction-creep characteristics of the wheel-rail contact geometry. Wheelset numerical simulations consider single-point and two-point wheel-rail contact scenarios. Sensitivity of the critical hunting velocity to primary stiffness and damping parameters is examined. Results of the lateral stability study indicate that the critical hunting velocity of the wheelset is most sensitive to the primary longitudinal and lateral stiffness. Methods involving semi-active and active control of the primary longitudinal stiffness are developed to raise the critical velocity of hunting. These approaches are seen to considerably increase the wheelset critical hunting velocity.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"86 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131129298","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Traction power systems reliability concepts","authors":"S. Sagareli","doi":"10.1115/RTD2004-66012","DOIUrl":"https://doi.org/10.1115/RTD2004-66012","url":null,"abstract":"Reliability of a traction power system may be defined as its ability to continuously supply electrical power of adequate quality during sudden disturbances such as a short circuit or loss of system elements, while operating with a normal scheme configuration, or during scheduled maintenance and repairs, without causing safety hazards, train delays or public nuisance. While the utility power systems' reliability may be expressed in outage minutes per year (or any other time period), which is calculated as a ratio of customers' electrical energy deprivation to system's total power capacity, for a traction power systems' reliability evaluation, minutes of train delays caused by power interruption or relative values such as delay minutes per passenger-mile may be utilized. Considering the accelerated growth of traction power systems across the US in recent and coming years, creation of a reliability council similar to NERC to develop reliability standards within the railroad industry may be highly beneficial: it could pull together statistical data on reliability from different railroads, analyze them, and develop guidelines and recommendations for optimal solutions to provide adequate reliability with the lowest cost possible. IEEE Traction Power Substation Committee and AREMA Committee 33 on Electrical Energy Utilization could initiate and lay groundwork for the creation of such a council. While most of the contingency situations may be predicted and counteracted on the design stage, only the real-life experience is the ultimate test for reliability. That's why it is so important to keep and analyze records of any outages and contingencies encountered during traction power system operations. Records for these purposes may be provided by multi-purpose relays that become widely used in recently built substations. Classification of voltage events in future Standard may be based on the Institute of Electrical and Electronic Engineers Standard 1159-1995 \"IEEE Recommended Practice for Monitoring Electric Power Quality\", classification of reliability events - according to NERC Planning Standards.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114766691","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Investigation of the longitudinal dynamic effects before and after the derailment of a freight train","authors":"M. Plainer, C. Kral, G. Singer","doi":"10.1115/RTD2004-66023","DOIUrl":"https://doi.org/10.1115/RTD2004-66023","url":null,"abstract":"So far, some freight cars have a detection device attached in order to be able to detect a derailed car. This work was carried out in order to investigate the possibility of the detection of derailments only by means of the evaluation of various signals at the locomotive. Several cases of short trains were examined, both by simulation and in reality. For each train configuration a derailed car at the end of the train and the normally running train were investigated. For these cases the longitudinal forces in the train were simulated and compared with the measured results. Also a long train consisting of 39 cars was examined, but only in simulation. Such a long train could not be derailed in reality. Experiments including the derailment have been carried out by the Austrian Federal Railways. Subsequently, several computer simulations have been performed to check if it is possible to detect a derailed freight car in any distance from the locomotive. Computer simulations have been performed by means of ITI-SIM PC. This software is a block-oriented tool for modelling, analysis and optimization of dynamically stressed complex nonlinear systems in the area of machinery and vehicular and mechanical transmission.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123962905","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Overview of the general atomics urban Maglev technology development program","authors":"S. Gurol, B. Baldi","doi":"10.1115/RTD2004-66031","DOIUrl":"https://doi.org/10.1115/RTD2004-66031","url":null,"abstract":"General atomics is developing urban Maglev technology sponsored by the Federal Transit Administration and funded under the Transportation Equity Act for the 21/sup st/ Century (TEA- 21). The system is levitated, propelled, and guided by electromagnetic forces. Levitation is achieved by using simple, passive permanent magnets arranged in a \"Halbach\" array configuration. Propulsion, and guidance are achieved by a linear synchronous motor mounted on the track. The uniqueness of the approach is its simplicity, ruggedness, and performance, including 10% grade, 18.3 m (60 ft.) turn radius, one-inch levitation gap, and quiet operation. Use of elevated guideways, coupled with the quiet operation of the system, eliminates the need to tunnel underground for noise-abatement, and can result in significantly lower system costs. We have built full-scale hardware to demonstrate the levitation, propulsion, guidance, and location detection systems. We are currently building a 120 m (400 ft.) test track with a full-scale chassis and power system at general atomics in San Diego. CA. The chassis and power systems have already been built and are under-going initial testing. The track is completed for dynamic testing in 2004. This paper reports on the overall program progress to date and description of the planned testing.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130403683","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Linear synchronous motor propulsion of small transit vehicles","authors":"R. Thornton, T. Clark, B. Perreault","doi":"10.1115/RTD2004-66020","DOIUrl":"https://doi.org/10.1115/RTD2004-66020","url":null,"abstract":"The linear synchronous motor (LSM) has been used for several high speed maglev applications but only recently have developers applied it to urban transit. MagneMotion has worked with the Federal Transit Administration (FTA), as part of their Urban Maglev Project, to develop an LSM propelled maglev transit system called M/sup 3/. The top speed is only half that of the Transrapid maglev trains now operational in China but by using small vehicles with short headway and rapid acceleration it is possible to achieve outstanding performance at much lower cost. The combination of LSM technology and small vehicles is a cost effective replacement for rotary motor and linear induction motor (LIM) powered trains for all transit applications, including conventional rail and monorail. LSM is the enabling technology that makes it economically and technically feasible to achieve high capacity with short vehicles and. conversely, the use of small vehicles makes LSM propulsion economically attractive. Small vehicles operating with short headway and organized in clusters can achieve high capacity without offline loading. Very precise position sensing and guideway based propulsion and control make short headways safe and affordable. This paper describes the objectives of the MagneMotion LSM development, discusses some of the design features, and presents 3 examples. The examples are based on operational speeds up to 60 m/s (134 mph), accelerations up to 0.16 g, vehicle headways down to 4 seconds, and capacities up to 12,000 passengers per hour per direction (pphpd). Examples include a 1 mile high capacity shuttle, a 4 km unidirectional loop with several stations, and a 30 km high-speed airport connector. Calculations show that an LSM propelled transit system has lower capital cost than conventional transit systems using vehicle-based electric propulsion with either rotary motors or LIMs. Vehicles are simplified, the cost of energy and maintenance is reduced and, most important, users of the transit system experience major reductions in trip times.","PeriodicalId":217214,"journal":{"name":"ASME/IEEE Joint Rail Conference, 2004. Proceedings of the 2004","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115114548","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}