Pub Date : 2000-04-06DOI: 10.1109/RRCON.2000.869987
M. Ahmadian, Wei Huang
The primary purpose of this study is to provide a qualitative analysis of the effects of the self-steering trucks that are commonly used by the US Railroads-namely, EMD's radial truck and GE's steerable truck-on increasing adhesion in curves. Although there exists a number of anecdotal statements about the ability of steerable trucks in general, and self-steering trucks in particular, in increasing adhesion on curves, to the best of the authors' knowledge, there exists no study that provides a qualitative or quantitative analysis of this aspect of steerable trucks. Two aspects of locomotive trucks are essential for their ability to deliver high adhesion in curves. First, the ability to allow the axles to yaw sufficiently relative to the truck frames, such that they can hold a small angle of attack with the rail. Second, providing sufficiently large longitudinal stiffness between the axles and the truck frame, to accommodate the high adhesions. An equivalent stiffness analysis is used to show that the two steerable trucks that are considered for this study are far superior to the conventional, three-axle, straight trucks in providing both a smaller angle of attack and a higher longitudinal stiffness for better adhesion characteristics. The qualitative analysis of this study agrees with the experience of the US Railroads with the adhesion performance of their self-steering trucks. Although not aware of any adhesion data published in the open literature, the authors are familiar with several attempts by the original equipment manufacturers and railroads to collect adhesion data for self-steering trucks. Similar to the findings of this study, the results of such experiments have often indicated the ability to deliver higher adhesion by self-steering trucks as compared to straight trucks. Further, the railroads have experienced that in their operation they can get higher adhesion in curves from steerable trucks than conventional straight trucks.
{"title":"Effect of self-steering locomotive trucks in improving adhesion on curved tracks","authors":"M. Ahmadian, Wei Huang","doi":"10.1109/RRCON.2000.869987","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869987","url":null,"abstract":"The primary purpose of this study is to provide a qualitative analysis of the effects of the self-steering trucks that are commonly used by the US Railroads-namely, EMD's radial truck and GE's steerable truck-on increasing adhesion in curves. Although there exists a number of anecdotal statements about the ability of steerable trucks in general, and self-steering trucks in particular, in increasing adhesion on curves, to the best of the authors' knowledge, there exists no study that provides a qualitative or quantitative analysis of this aspect of steerable trucks. Two aspects of locomotive trucks are essential for their ability to deliver high adhesion in curves. First, the ability to allow the axles to yaw sufficiently relative to the truck frames, such that they can hold a small angle of attack with the rail. Second, providing sufficiently large longitudinal stiffness between the axles and the truck frame, to accommodate the high adhesions. An equivalent stiffness analysis is used to show that the two steerable trucks that are considered for this study are far superior to the conventional, three-axle, straight trucks in providing both a smaller angle of attack and a higher longitudinal stiffness for better adhesion characteristics. The qualitative analysis of this study agrees with the experience of the US Railroads with the adhesion performance of their self-steering trucks. Although not aware of any adhesion data published in the open literature, the authors are familiar with several attempts by the original equipment manufacturers and railroads to collect adhesion data for self-steering trucks. Similar to the findings of this study, the results of such experiments have often indicated the ability to deliver higher adhesion by self-steering trucks as compared to straight trucks. Further, the railroads have experienced that in their operation they can get higher adhesion in curves from steerable trucks than conventional straight trucks.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"65 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126630887","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}
Pub Date : 2000-04-06DOI: 10.1109/RRCON.2000.870001
D. Gary, A. Peterson
A steel wheel/rail technology based on the Chicago Transit Authority's rapid transit system has been postulated as a possible replacement for the existing VAL rubber tire on the O'Hare airport transport system (OATS). The replacement technology is dubbed the Chicago O'Hare rail network, or CORN. Replacement of VAL may be justified when the current VAL system reaches a point of needing a major overhaul and/or when major extensions are planned for the system.
{"title":"A technology alternative to the VAL system on the O'Hare airport transit system (OATS) (or: converting OATS to CORN)","authors":"D. Gary, A. Peterson","doi":"10.1109/RRCON.2000.870001","DOIUrl":"https://doi.org/10.1109/RRCON.2000.870001","url":null,"abstract":"A steel wheel/rail technology based on the Chicago Transit Authority's rapid transit system has been postulated as a possible replacement for the existing VAL rubber tire on the O'Hare airport transport system (OATS). The replacement technology is dubbed the Chicago O'Hare rail network, or CORN. Replacement of VAL may be justified when the current VAL system reaches a point of needing a major overhaul and/or when major extensions are planned for the system.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"282 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116050730","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}
Pub Date : 2000-04-06DOI: 10.1109/RRCON.2000.869988
C. Lonsdale, R.D. Swarzell
This paper describes recent manufacturing modernization efforts and technical progress at the production facility of a major North American wrought railroad wheel manufacturer. Improvements to forging and rolling processes are discussed, with special emphasis on the new computer-controlled, vertical wheel rolling mill. Also described are upgrades to forging and dishing presses, the rotary heating furnace, automated wheel stamping equipment and a hot in-process laser inspection system. Finally, the installation of a new phased array ultrasonic inspection system for wheels is reviewed. Quality and productivity benefits of the new equipment are discussed throughout the paper.
{"title":"Recent improvements in wrought railroad wheel production at Standard Steel","authors":"C. Lonsdale, R.D. Swarzell","doi":"10.1109/RRCON.2000.869988","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869988","url":null,"abstract":"This paper describes recent manufacturing modernization efforts and technical progress at the production facility of a major North American wrought railroad wheel manufacturer. Improvements to forging and rolling processes are discussed, with special emphasis on the new computer-controlled, vertical wheel rolling mill. Also described are upgrades to forging and dishing presses, the rotary heating furnace, automated wheel stamping equipment and a hot in-process laser inspection system. Finally, the installation of a new phased array ultrasonic inspection system for wheels is reviewed. Quality and productivity benefits of the new equipment are discussed throughout the paper.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126421499","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}
Pub Date : 2000-04-06DOI: 10.1109/RRCON.2000.869998
K. Goda, T. Nishigaito, M. Hiraishi, K. Iwasaki
A curving simulation for a straddle-type monorail car has been developed. It uses a moving coordinate system defined by the positions of the guide tires tracing along the guideway. An algorithm for deriving the equation of motion for the curving simulation was devised by using a multi-body dynamics method taking account of the forced input from the guideway to the truck though the tires. Tire models, accounting for both the radial tire forces on each tire and the side forces on the running tires, were also derived. The curving dynamics of a monorail car was simulated by using these dynamic models. This simulation shows that the radial tire forces of the guide tires on the leading truck are larger than those on the trailing truck because the directions of the yaw moment generated by the air-spring forces on the leading truck are different from those on the trailing truck, while the directions of the yaw moment generated by side forces are identical.
{"title":"A curving simulation for a monorail car","authors":"K. Goda, T. Nishigaito, M. Hiraishi, K. Iwasaki","doi":"10.1109/RRCON.2000.869998","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869998","url":null,"abstract":"A curving simulation for a straddle-type monorail car has been developed. It uses a moving coordinate system defined by the positions of the guide tires tracing along the guideway. An algorithm for deriving the equation of motion for the curving simulation was devised by using a multi-body dynamics method taking account of the forced input from the guideway to the truck though the tires. Tire models, accounting for both the radial tire forces on each tire and the side forces on the running tires, were also derived. The curving dynamics of a monorail car was simulated by using these dynamic models. This simulation shows that the radial tire forces of the guide tires on the leading truck are larger than those on the trailing truck because the directions of the yaw moment generated by the air-spring forces on the leading truck are different from those on the trailing truck, while the directions of the yaw moment generated by side forces are identical.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"138 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131735133","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}
Pub Date : 2000-04-06DOI: 10.1109/RRCON.2000.869985
Chen Guangxiong, Jin Xincan, Bao Weiqian
The paper applies the modified vehicle dynamic curving model with 29 degrees of freedom to study wheel climb derailment safety of a freight car running at a low speed on a transition curve. In the model, track irregularities are taken into account. The model is successfully used to simulate the whole process of a vehicle climbing up to the top of rail. In the paper, influence of periodic irregularities on derailment is analyzed in detail. The results demonstrate that cross level exerts a marked effect on derailment performance of a freight car with low speeds on a transition curve.
{"title":"Influence of periodic irregularities on wheel climb derailment safety of a freight car running on a transition curve","authors":"Chen Guangxiong, Jin Xincan, Bao Weiqian","doi":"10.1109/RRCON.2000.869985","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869985","url":null,"abstract":"The paper applies the modified vehicle dynamic curving model with 29 degrees of freedom to study wheel climb derailment safety of a freight car running at a low speed on a transition curve. In the model, track irregularities are taken into account. The model is successfully used to simulate the whole process of a vehicle climbing up to the top of rail. In the paper, influence of periodic irregularities on derailment is analyzed in detail. The results demonstrate that cross level exerts a marked effect on derailment performance of a freight car with low speeds on a transition curve.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125920810","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}
Pub Date : 2000-04-04DOI: 10.1109/RRCON.2000.869994
G. Hubbs, E.A. Mortlock
The authors describe how, as part of its ongoing capital program, New York City Transit (NYCT) is modernizing its signal system with communications-based train control (CBTC) technology. The Canarsie Line is the first NYCT line to be equipped with CBTC and a unique aspect of the Canarsie Line project is the procurement process that is being used to select the new signal system and attain interoperability between various lines and between suppliers systems.
{"title":"NYCT's communications based train control standard: a look at the leader's system","authors":"G. Hubbs, E.A. Mortlock","doi":"10.1109/RRCON.2000.869994","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869994","url":null,"abstract":"The authors describe how, as part of its ongoing capital program, New York City Transit (NYCT) is modernizing its signal system with communications-based train control (CBTC) technology. The Canarsie Line is the first NYCT line to be equipped with CBTC and a unique aspect of the Canarsie Line project is the procurement process that is being used to select the new signal system and attain interoperability between various lines and between suppliers systems.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131865446","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}
Pub Date : 2000-04-04DOI: 10.1109/RRCON.2000.869999
M. Savchak, M. Grossman, R. E. Woods, W. Burdick, R. S. Lee
For all of the technical gains the commuter railroad industry has made in the past few years, it has been most negligent in the field of providing current information to its customers. For years the biggest complaint of most customers has been the lack of up to the minute information during delays and abnormal service situations. A properly designed public address system will do much to address these complaints, as long as it is integrated into a comprehensive customer information system. Here, the authors describe a project to design and install a new public address system in the newly renovated Grand Central Terminal, New York, USA.
{"title":"A new public address system for a renovated Grand Central Terminal","authors":"M. Savchak, M. Grossman, R. E. Woods, W. Burdick, R. S. Lee","doi":"10.1109/RRCON.2000.869999","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869999","url":null,"abstract":"For all of the technical gains the commuter railroad industry has made in the past few years, it has been most negligent in the field of providing current information to its customers. For years the biggest complaint of most customers has been the lack of up to the minute information during delays and abnormal service situations. A properly designed public address system will do much to address these complaints, as long as it is integrated into a comprehensive customer information system. Here, the authors describe a project to design and install a new public address system in the newly renovated Grand Central Terminal, New York, USA.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122901770","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}
Pub Date : 2000-04-04DOI: 10.1109/RRCON.2000.869989
K. Pham, R. Eacker, M. Burnett, M. Bardslkey
The Central Puget Sound Regional Transit Authority (or Sound Transit) faces some interesting tradeoffs for their new light rail system in Seattle. The number of cars per train and train frequency are high enough to suggest a heavy rail system to meet predicted ridership. Since one-third of the 21-mile route is surface-running on city streets, third rail was eliminated as a possible power collection method. Heavy traction loads and close spacing of the four-car trains would result in excessive voltage drop in the overhead contact conductors and running rails with a conventional 750 VDC system, as verified by the system simulations. The design team also had a mandate to reduce the number of substations to minimize capital and maintenance costs. The agency and its systems engineering consultant found that 750 VDC traction electrification was not an economically practical solution. The project team considered a number of alternatives. Thyristor-controlled rectifier substations made it possible to stretch substation spacing but this provided only, a 10% reduction in the total number of substations and posed other challenges. Battery-energy storage or flywheel-energy storage violated another agency mandate-that of staying with proven technology. 1500 VDC traction electrification met all requirements and is widely accepted worldwide, but is rare in the United States. Only two operating US transit properties use 1500 VDC for street running transit, and those systems, both in the Chicago area, date back to the turn of the last century. After conducting a study that included feedback from traction electrification equipment suppliers, vehicle and propulsion system manufacturers and other agencies, Sound Transit has made a choice to develop a 1500 VDC system. This paper summarizes the process that the design team went through in making this decision. System sectionalizing, fault detection, voltage regulation, overhead contact system (OCS) clearances, hardware availability and other issues are discussed.
{"title":"A step forward or backward? Sound Transit opts for 1500 VDC traction electrification","authors":"K. Pham, R. Eacker, M. Burnett, M. Bardslkey","doi":"10.1109/RRCON.2000.869989","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869989","url":null,"abstract":"The Central Puget Sound Regional Transit Authority (or Sound Transit) faces some interesting tradeoffs for their new light rail system in Seattle. The number of cars per train and train frequency are high enough to suggest a heavy rail system to meet predicted ridership. Since one-third of the 21-mile route is surface-running on city streets, third rail was eliminated as a possible power collection method. Heavy traction loads and close spacing of the four-car trains would result in excessive voltage drop in the overhead contact conductors and running rails with a conventional 750 VDC system, as verified by the system simulations. The design team also had a mandate to reduce the number of substations to minimize capital and maintenance costs. The agency and its systems engineering consultant found that 750 VDC traction electrification was not an economically practical solution. The project team considered a number of alternatives. Thyristor-controlled rectifier substations made it possible to stretch substation spacing but this provided only, a 10% reduction in the total number of substations and posed other challenges. Battery-energy storage or flywheel-energy storage violated another agency mandate-that of staying with proven technology. 1500 VDC traction electrification met all requirements and is widely accepted worldwide, but is rare in the United States. Only two operating US transit properties use 1500 VDC for street running transit, and those systems, both in the Chicago area, date back to the turn of the last century. After conducting a study that included feedback from traction electrification equipment suppliers, vehicle and propulsion system manufacturers and other agencies, Sound Transit has made a choice to develop a 1500 VDC system. This paper summarizes the process that the design team went through in making this decision. System sectionalizing, fault detection, voltage regulation, overhead contact system (OCS) clearances, hardware availability and other issues are discussed.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"88 4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126830284","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}
Pub Date : 2000-04-04DOI: 10.1109/RRCON.2000.869995
G. Can, R. Greif
The purpose of this investigation is to develop an understanding of how changes in vertical support of railroad track affect the rail dynamic profile and peak track deflection under a high speed moving train. In support of this objective, this research investigated the dynamic response of a beam on linear discrete vertical supports with nonuniform foundation properties that is being traversed by a constant mass. The discrete supports represent the crossties and the traveling mass represents the rolling railroad wheel. A custom finite element program utilizing a Newmark-Beta integration algorithm was implemented to solve the governing second order differential equations with time dependent coefficients induced by the traveling mass representation. The results of this work clarify the method and importance of incorporating a traveling mass into an FEA model when studying the motion of track under highspeed trains.
{"title":"Vertical dynamic response of railroad track induced by high speed trains","authors":"G. Can, R. Greif","doi":"10.1109/RRCON.2000.869995","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869995","url":null,"abstract":"The purpose of this investigation is to develop an understanding of how changes in vertical support of railroad track affect the rail dynamic profile and peak track deflection under a high speed moving train. In support of this objective, this research investigated the dynamic response of a beam on linear discrete vertical supports with nonuniform foundation properties that is being traversed by a constant mass. The discrete supports represent the crossties and the traveling mass represents the rolling railroad wheel. A custom finite element program utilizing a Newmark-Beta integration algorithm was implemented to solve the governing second order differential equations with time dependent coefficients induced by the traveling mass representation. The results of this work clarify the method and importance of incorporating a traveling mass into an FEA model when studying the motion of track under highspeed trains.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124112855","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}
Pub Date : 2000-04-04DOI: 10.1109/RRCON.2000.870002
Bih‐Yuan Ku, J. Jang, S. Ho
Train performance simulation is the foundation of DC analysis and transit line operation. The dynamics of rail trains have been studied for a long time and can be described by established equations. Many simulation programs already exist and are used by the academia and the industry. However, there remain some difficulties in implementing train motion equations to computer simulation so far. The program presented in this paper was developed to solve these difficulties. The authors utilize the modulized feature of MATLAB/SIMLTLINK(R) to construct the train motion block diagram in a straightforward drag-and-drop manner. Train motion equations are then solved using the built-in integration methods equipped with the algebraic loop solver to account for the effects of train speed, position, and line voltage. Also traction characteristics can be described by a small number of data points. Moreover, new blocks can be easily added to their program to include ATC and signaling systems, making it a good building block for DC analysis and other transit line operation assessments.
{"title":"A modulized train performance simulator for rapid transit DC analysis","authors":"Bih‐Yuan Ku, J. Jang, S. Ho","doi":"10.1109/RRCON.2000.870002","DOIUrl":"https://doi.org/10.1109/RRCON.2000.870002","url":null,"abstract":"Train performance simulation is the foundation of DC analysis and transit line operation. The dynamics of rail trains have been studied for a long time and can be described by established equations. Many simulation programs already exist and are used by the academia and the industry. However, there remain some difficulties in implementing train motion equations to computer simulation so far. The program presented in this paper was developed to solve these difficulties. The authors utilize the modulized feature of MATLAB/SIMLTLINK(R) to construct the train motion block diagram in a straightforward drag-and-drop manner. Train motion equations are then solved using the built-in integration methods equipped with the algebraic loop solver to account for the effects of train speed, position, and line voltage. Also traction characteristics can be described by a small number of data points. Moreover, new blocks can be easily added to their program to include ATC and signaling systems, making it a good building block for DC analysis and other transit line operation assessments.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"69 1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125965088","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}
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