Pub Date : 2000-04-04DOI: 10.1109/RRCON.2000.869986
C. S. Bonaventura, J. Palese, A.M. Zarembki
Safe interaction of railway vehicles to track and its geometry is of paramount importance to the railroad industry. Railroads currently utilize track geometry cars to measure the geometry for comparison to safety limits. However, these limits are set for individual measures of track geometry such as gage, surface (or profile), alignment, cross-level, etc. and have been defined based on nominal vehicle characteristics. The track and vehicle do not act independently, however, and so it is more appropriate to analyze the vehicle/track interaction. Prediction of the vehicle dynamic response to existing track geometry can be used to locate potentially unsafe locations in track, based on a range of vehicle configurations and operating speeds. While this is currently done in an offline mode, it would be advantageous to achieve this on a track geometry car in real-time. A limited real-time dynamic simulation system was developed for just this purpose. The model was initially based on the track analyzer method developed by Volpe National Transportation Systems Center, but was significantly enhanced in order to provide accurate predictions over a wider variety of vehicle behavior, and in response to a wider variety of track geometry conditions. Responses predicted by the model, including the vehicle bounce, roll, and pitch, as well as vertical wheel/rail forces, are compared with established limitations on vehicle response in order to identify unsafe locations in track. Inputs to the model include the relevant physical parameters of the vehicle, the range of vehicle travelling speeds to be analyzed, and the dynamic response safety thresholds with which exceptions are located. Finally, the system was validated (by comparison with NUCARS predictions) and tested for its real-time capabilities.
{"title":"Intelligent system for real-time prediction of railway vehicle response to the interaction with track geometry","authors":"C. S. Bonaventura, J. Palese, A.M. Zarembki","doi":"10.1109/RRCON.2000.869986","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869986","url":null,"abstract":"Safe interaction of railway vehicles to track and its geometry is of paramount importance to the railroad industry. Railroads currently utilize track geometry cars to measure the geometry for comparison to safety limits. However, these limits are set for individual measures of track geometry such as gage, surface (or profile), alignment, cross-level, etc. and have been defined based on nominal vehicle characteristics. The track and vehicle do not act independently, however, and so it is more appropriate to analyze the vehicle/track interaction. Prediction of the vehicle dynamic response to existing track geometry can be used to locate potentially unsafe locations in track, based on a range of vehicle configurations and operating speeds. While this is currently done in an offline mode, it would be advantageous to achieve this on a track geometry car in real-time. A limited real-time dynamic simulation system was developed for just this purpose. The model was initially based on the track analyzer method developed by Volpe National Transportation Systems Center, but was significantly enhanced in order to provide accurate predictions over a wider variety of vehicle behavior, and in response to a wider variety of track geometry conditions. Responses predicted by the model, including the vehicle bounce, roll, and pitch, as well as vertical wheel/rail forces, are compared with established limitations on vehicle response in order to identify unsafe locations in track. Inputs to the model include the relevant physical parameters of the vehicle, the range of vehicle travelling speeds to be analyzed, and the dynamic response safety thresholds with which exceptions are located. Finally, the system was validated (by comparison with NUCARS predictions) and tested for its real-time capabilities.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"54 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":"133850674","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.2000.869996
M. Ahmadian, J. Venezia
The primary purposes of this study are to: (1) establish the vibration characteristics of a typical locomotive cab used in freight locomotives in North America; and (2) evaluate the effect of various structural modifications on the cab interior noise and vibrations. To this end, the structural dynamics of a production locomotive cab is studied in a laboratory environment. The cab is excited with a hydraulic actuator in a manner closely resembling the input the cab is subjected to in the field. A series of tests are conducted to establish the vibration baseline of the cab, and to define how various parts of the cab vibrate. Next, a series of modifications are made to the cab floor and roof structures to reduce vibration levels. The test results show that stiffening the cab floor reduces the interior cab noise and vibration at frequencies below 200 Hz. This reduction, however, occurs at the expense of increased vibrations at higher frequencies. A similar compromise is noticed when damping material is added to the roof structure of the cab. The addition of damping materials lowered some of the acceleration peaks, while it increased a peak occurring at 53 Hz. The results of this study indicate that, in practice, different noise and vibration solutions may have to be tried out before a determination can be made on which solution is the most effective for a particular application. Of course, such determination is possible only after the noise and vibration characteristics of the structure and the main causes of the noise have been identified. The laboratory setup that will be described in this study is particularly effective in creating an environment that is conducive to accurate and repeatable measurements of different noise and vibration solutions, while the cab structure is excited in the same manner as it is in the field. Without such a setup the effect of many solutions may not be accurately determined.
{"title":"An experimental evaluation of noise and vibrations in modern locomotive cabs","authors":"M. Ahmadian, J. Venezia","doi":"10.1109/RRCON.2000.869996","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869996","url":null,"abstract":"The primary purposes of this study are to: (1) establish the vibration characteristics of a typical locomotive cab used in freight locomotives in North America; and (2) evaluate the effect of various structural modifications on the cab interior noise and vibrations. To this end, the structural dynamics of a production locomotive cab is studied in a laboratory environment. The cab is excited with a hydraulic actuator in a manner closely resembling the input the cab is subjected to in the field. A series of tests are conducted to establish the vibration baseline of the cab, and to define how various parts of the cab vibrate. Next, a series of modifications are made to the cab floor and roof structures to reduce vibration levels. The test results show that stiffening the cab floor reduces the interior cab noise and vibration at frequencies below 200 Hz. This reduction, however, occurs at the expense of increased vibrations at higher frequencies. A similar compromise is noticed when damping material is added to the roof structure of the cab. The addition of damping materials lowered some of the acceleration peaks, while it increased a peak occurring at 53 Hz. The results of this study indicate that, in practice, different noise and vibration solutions may have to be tried out before a determination can be made on which solution is the most effective for a particular application. Of course, such determination is possible only after the noise and vibration characteristics of the structure and the main causes of the noise have been identified. The laboratory setup that will be described in this study is particularly effective in creating an environment that is conducive to accurate and repeatable measurements of different noise and vibration solutions, while the cab structure is excited in the same manner as it is in the field. Without such a setup the effect of many solutions may not be accurately determined.","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":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129406490","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.2000.870000
B. T. Scales
The specification and selection of rolling stock for high-speed passenger trains to operate on nonelectrified lines involves a number of critical issues. These issues include economic factors, physical features, safety aspects, operating features and technical options, all of which are described and discussed in detail. The development of a performance specification and a procedure for evaluating proposals from suppliers are given in conclusion.
{"title":"Critical issues in two specification and selection of rolling stock for high speed rail service on non-electrified lines","authors":"B. T. Scales","doi":"10.1109/RRCON.2000.870000","DOIUrl":"https://doi.org/10.1109/RRCON.2000.870000","url":null,"abstract":"The specification and selection of rolling stock for high-speed passenger trains to operate on nonelectrified lines involves a number of critical issues. These issues include economic factors, physical features, safety aspects, operating features and technical options, all of which are described and discussed in detail. The development of a performance specification and a procedure for evaluating proposals from suppliers are given in conclusion.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"119 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":"121166953","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.2000.869993
B. Nejikovsky, E. Keller
This paper describes a recently developed remote monitoring system, based on a combination of embedded computing, digital signal processing, wireless communications, GPS, and GIS technologies. The system includes onboard platforms installed on each monitored vehicle and a central station located in an office. Each onboard platform detects various events onboard a moving vehicle, tags them with time and location information, and delivers the data to an office through wireless communications channels. The central station logs the data into a database and displays the location and status of each vehicle, as well as detected events, on a map. Waveform traces from all sensor channels can be sent with each event and can be viewed by the central station operator. The system provides two-way wireless communication between the central station and mobile onboard platforms. Depending on coverage requirements and customer preferences, communication can be provided through satellite, circuit-switch cellular, digital wireless communication links or a combination of these methods. Settings and software changes may be made remotely from the central station, eliminating the need to capture the monitored vehicle. The onboard platform can be configured for installation on any rail vehicle, including locomotives, passenger cars and freight cars. Depending on the application, the onboard platform can monitor either its own sensors or existing onboard sensors. The system has been used for several railroad applications including ride quality measurement, high cant deficiency monitoring, truck hunting detection, and locomotive health monitoring. The paper describes the system, these applications, and discusses some of the results.
{"title":"Wireless communications based system to monitor performance of rail vehicles","authors":"B. Nejikovsky, E. Keller","doi":"10.1109/RRCON.2000.869993","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869993","url":null,"abstract":"This paper describes a recently developed remote monitoring system, based on a combination of embedded computing, digital signal processing, wireless communications, GPS, and GIS technologies. The system includes onboard platforms installed on each monitored vehicle and a central station located in an office. Each onboard platform detects various events onboard a moving vehicle, tags them with time and location information, and delivers the data to an office through wireless communications channels. The central station logs the data into a database and displays the location and status of each vehicle, as well as detected events, on a map. Waveform traces from all sensor channels can be sent with each event and can be viewed by the central station operator. The system provides two-way wireless communication between the central station and mobile onboard platforms. Depending on coverage requirements and customer preferences, communication can be provided through satellite, circuit-switch cellular, digital wireless communication links or a combination of these methods. Settings and software changes may be made remotely from the central station, eliminating the need to capture the monitored vehicle. The onboard platform can be configured for installation on any rail vehicle, including locomotives, passenger cars and freight cars. Depending on the application, the onboard platform can monitor either its own sensors or existing onboard sensors. The system has been used for several railroad applications including ride quality measurement, high cant deficiency monitoring, truck hunting detection, and locomotive health monitoring. The paper describes the system, these applications, and discusses some of the results.","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":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130230811","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.2000.869991
Fred M. Perilstein
It is well known within the rail industry that, due to very low production quantities, the per unit purchase charges of many auxiliary items are much higher than their closely related industrial/commercial cousins. Although the specific cost of each device is a small fraction of the whole locomotive/railcar's initial purchase price, that device's periodic maintenance expenses (over a typical rail vehicle's lifetime of thirty to fifty years) becomes a very significant amount. This is also applicable for off-vehicle devices. The concepts in this paper will serve as a stepping stone for further discussion and development within the industry to greatly reduce these recurring monetary outlays.
{"title":"Standardization of locomotive/railcar auxiliary devices","authors":"Fred M. Perilstein","doi":"10.1109/RRCON.2000.869991","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869991","url":null,"abstract":"It is well known within the rail industry that, due to very low production quantities, the per unit purchase charges of many auxiliary items are much higher than their closely related industrial/commercial cousins. Although the specific cost of each device is a small fraction of the whole locomotive/railcar's initial purchase price, that device's periodic maintenance expenses (over a typical rail vehicle's lifetime of thirty to fifty years) becomes a very significant amount. This is also applicable for off-vehicle devices. The concepts in this paper will serve as a stepping stone for further discussion and development within the industry to greatly reduce these recurring monetary outlays.","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":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130446880","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.2000.869992
J. Denny, D. Ruskauff
The author describes RailComm's Communications-Based Yard Control (CB::YC/sup TM/) system which is a low cost, highly reliable approach to automatic yard switch control and routing. CB::YC/sup TM/ consists of a PC-based, Windows NT application that remotely controls radio-equipped, solar-powered yard switch machines. The system utilizes no external cabling, thus eliminating the expense of bungalows and trenching. Maintenance and troubleshooting efforts are greatly improved through the modular construction of the switch machine and the system. Central control of yard routing improves efficiency, and the power switch operation reduces the risk of injury.
{"title":"Communications-based yard control (CB:YC/sup TM/) system","authors":"J. Denny, D. Ruskauff","doi":"10.1109/RRCON.2000.869992","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869992","url":null,"abstract":"The author describes RailComm's Communications-Based Yard Control (CB::YC/sup TM/) system which is a low cost, highly reliable approach to automatic yard switch control and routing. CB::YC/sup TM/ consists of a PC-based, Windows NT application that remotely controls radio-equipped, solar-powered yard switch machines. The system utilizes no external cabling, thus eliminating the expense of bungalows and trenching. Maintenance and troubleshooting efforts are greatly improved through the modular construction of the switch machine and the system. Central control of yard routing improves efficiency, and the power switch operation reduces the risk of injury.","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":"2000-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130116650","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.2000.869983
J. Elkins, Hui Wu
New flange climb derailment criteria are proposed based on tests and simulation results using the track loading vehicle (TLV) and NUCARS simulation model as performed by Transportation Technology Center, Inc. (TTCI), a subsidiary of the Association of American Railroads (AAR). The proposed criteria include a single wheel lateral to vertical (L/V) force ratio limit and a L/V distance limit, Results presented here indicate that both the single wheel L/V ratio limit and the L/V distance limit are strongly dependent on wheelset angle of attack. The existing L/V time duration criterion of 50 milliseconds, currently used during track-worthiness tests in North America, is evaluated against the proposed new L/V distance limit and is shown to be unsafe for large angles of attack and higher speeds. The influence of parameters such as wheel/rail friction coefficient and longitudinal force on the proposed derailment criteria is discussed in the paper.
{"title":"New criteria for flange climb derailment","authors":"J. Elkins, Hui Wu","doi":"10.1109/RRCON.2000.869983","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869983","url":null,"abstract":"New flange climb derailment criteria are proposed based on tests and simulation results using the track loading vehicle (TLV) and NUCARS simulation model as performed by Transportation Technology Center, Inc. (TTCI), a subsidiary of the Association of American Railroads (AAR). The proposed criteria include a single wheel lateral to vertical (L/V) force ratio limit and a L/V distance limit, Results presented here indicate that both the single wheel L/V ratio limit and the L/V distance limit are strongly dependent on wheelset angle of attack. The existing L/V time duration criterion of 50 milliseconds, currently used during track-worthiness tests in North America, is evaluated against the proposed new L/V distance limit and is shown to be unsafe for large angles of attack and higher speeds. The influence of parameters such as wheel/rail friction coefficient and longitudinal force on the proposed derailment criteria is discussed in the paper.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"31 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":"121499043","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.2000.869997
B. Brickle
This paper describes a test facility at the Federal Railroad Administration's Transportation Technology Center (TTC), Pueblo, Colorado, USA, that is being used to carry out full scale impact tests on rail passenger cars.
{"title":"Crashworthiness testing of rail passenger cars","authors":"B. Brickle","doi":"10.1109/RRCON.2000.869997","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869997","url":null,"abstract":"This paper describes a test facility at the Federal Railroad Administration's Transportation Technology Center (TTC), Pueblo, Colorado, USA, that is being used to carry out full scale impact tests on rail passenger cars.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"10 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":"114904484","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 : 1900-01-01DOI: 10.1109/RRCON.2000.869990
T. Kneschke
Traditionally, electrical and thermal energy users purchased all required electrical energy from local electric power utility companies and fuel for heating from regulated distribution companies, brokers, or fuel suppliers. Today, some large end users, such as owners and operators of industrial plants, universities, hotels, government buildings, offices, apartment buildings, and hospitals, developed alternatives to these conventional purchases and now secure their power and energy requirements from onsite generation and heat recovery systems. This independent power production has several advantages which include: higher energy conversion efficiency resulting in lower energy cost; isolation from utility rate increases; and environmental benefits. Independent power production was made possible as a result of recent government actions which resulted in the utility industry deregulation and effective restructuring. Manufacturers of power generating equipment responded and, with the help of government research, are now producing cost effective and highly efficient generating plants in ratings as low as 1 MW and below. This development could encourage even smaller end users to generate their own electrical and thermal energy requirements. For example, traction power substation demand of AC and DC electrification systems falls into the rating range where independent energy generation by the system owner might be economical. This paper reviews the status of the electric power industry and discusses future possible means of power supply to end users.
{"title":"Future power delivery trends","authors":"T. Kneschke","doi":"10.1109/RRCON.2000.869990","DOIUrl":"https://doi.org/10.1109/RRCON.2000.869990","url":null,"abstract":"Traditionally, electrical and thermal energy users purchased all required electrical energy from local electric power utility companies and fuel for heating from regulated distribution companies, brokers, or fuel suppliers. Today, some large end users, such as owners and operators of industrial plants, universities, hotels, government buildings, offices, apartment buildings, and hospitals, developed alternatives to these conventional purchases and now secure their power and energy requirements from onsite generation and heat recovery systems. This independent power production has several advantages which include: higher energy conversion efficiency resulting in lower energy cost; isolation from utility rate increases; and environmental benefits. Independent power production was made possible as a result of recent government actions which resulted in the utility industry deregulation and effective restructuring. Manufacturers of power generating equipment responded and, with the help of government research, are now producing cost effective and highly efficient generating plants in ratings as low as 1 MW and below. This development could encourage even smaller end users to generate their own electrical and thermal energy requirements. For example, traction power substation demand of AC and DC electrification systems falls into the rating range where independent energy generation by the system owner might be economical. This paper reviews the status of the electric power industry and discusses future possible means of power supply to end users.","PeriodicalId":261468,"journal":{"name":"Proceedings of the 2000 ASME/IEEE Joint Railroad Conference (Cat. No.00CH37110)","volume":"31 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124619341","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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