Pub Date : 2006-04-04DOI: 10.1109/RRCON.2006.215318
C. Braban, N. Ghaly
After presenting the requirements specified by NYCT in terms of re-signaling, this paper addresses Phase II - re-signaling the Canarsie Line and Phase III - Demonstration of Interoperability. It focuses on the key technical assets of the CBTC installed on the Canarsie Line. It discusses the challenge of re-signaling the Canarsie Line during 24/7 revenue service and presents the cut-over strategy applied. The paper provides the current progress (as of February 10, 2006) on the re-signaling project itself and on the interoperability issue
{"title":"Modernization of the New York City subway: latest update on the Canarsie Line project","authors":"C. Braban, N. Ghaly","doi":"10.1109/RRCON.2006.215318","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215318","url":null,"abstract":"After presenting the requirements specified by NYCT in terms of re-signaling, this paper addresses Phase II - re-signaling the Canarsie Line and Phase III - Demonstration of Interoperability. It focuses on the key technical assets of the CBTC installed on the Canarsie Line. It discusses the challenge of re-signaling the Canarsie Line during 24/7 revenue service and presents the cut-over strategy applied. The paper provides the current progress (as of February 10, 2006) on the re-signaling project itself and on the interoperability issue","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"62 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116979145","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215326
M. Ahmadian, N. Vahdati
The primary purpose of this paper is to discuss some of the practical issues related to providing a quieter environment in a locomotive cab. We will first review some of the past studies related to this topic. Next, we will present three issues related to reducing locomotive cab interior noise: 1) how to effectively assess new noise improvement options, 2) how to increase the engineering and cost efficiency of the evaluation methods, and 3) what factors must be considered in implementing the selected options in production. In regards to each of the three issues discussed in this paper, the authors will present their practical experience in noise and vibration testing of locomotive cabs and passive isolation systems. The discussions in the paper will point out that a laboratory setting in which field operating conditions can be represented with a high degree of repeatability proves to be the most effective method of evaluating various noise and vibration options in a locomotive cab. The paper also points out that analytical procedure, such as impedance method, can be effective for predicting vibrations in a locomotive cab, using test data obtained in a laboratory setup. Among the implementation issues, the effect of the noise and vibration solution of the manufacturing process and cost, as well as on the human body dynamics (biodynamics) ranks the highest
{"title":"Practical issues in quieting locomotive cab interior","authors":"M. Ahmadian, N. Vahdati","doi":"10.1109/RRCON.2006.215326","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215326","url":null,"abstract":"The primary purpose of this paper is to discuss some of the practical issues related to providing a quieter environment in a locomotive cab. We will first review some of the past studies related to this topic. Next, we will present three issues related to reducing locomotive cab interior noise: 1) how to effectively assess new noise improvement options, 2) how to increase the engineering and cost efficiency of the evaluation methods, and 3) what factors must be considered in implementing the selected options in production. In regards to each of the three issues discussed in this paper, the authors will present their practical experience in noise and vibration testing of locomotive cabs and passive isolation systems. The discussions in the paper will point out that a laboratory setting in which field operating conditions can be represented with a high degree of repeatability proves to be the most effective method of evaluating various noise and vibration options in a locomotive cab. The paper also points out that analytical procedure, such as impedance method, can be effective for predicting vibrations in a locomotive cab, using test data obtained in a laboratory setup. Among the implementation issues, the effect of the noise and vibration solution of the manufacturing process and cost, as well as on the human body dynamics (biodynamics) ranks the highest","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125040302","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215320
A. R. Miller, J. Peters
Led by Vehicle Projects LLC, an international industry government consortium is developing a 109-tonne, 1.2-MW fuelcell-powered road-switcher locomotive for commercial and military railway applications. As part of the feasibility and conceptual-design analysis, we have analyzed the potential benefits of a hybrid powerplant in which fuelcells comprise the prime mover and a battery or flywheel comprises the rechargeable auxiliary power device. Potential benefits of a hybrid powerplant are (1) enhancement of transient power and hence tractive effort, (2) regenerative braking, and (3) reduction of capital or recurring costs. Generally, tractive effort of a locomotive at low speed is limited by wheel adhesion and not by available power. Enhanced transient power is therefore unlikely to benefit a switcher locomotive but could benefit applications, such as subway trains with all axles powered, requiring high acceleration. In most cases, the benefits of regenerative braking in locomotives are limited. For low-speed applications such as switchers, both the available kinetic energy and the effectiveness of DC traction motors as generators are low. For high-speed heavy applications such as freight, the ability of the auxiliary power device to absorb a significant portion of the available kinetic energy is low. Moreover, the hybrid powerplant suffers a double efficiency penalty: losses occur in both absorbing and then releasing energy from the auxiliary device, result in a net storage efficiency of no more than 50% for current battery technology. Where the duty cycle peak power demand requires that a significant portion of the prime mover energy is cycled into auxiliary power device then a net increase in fuel consumption can result. Capital cost in some applications may be reduced. Based on recorded locomotive duty cycles and a cost model utilized in this project, hybridity can reduce fuelcell capital cost. However, because of the double efficiency penalty and increased powerplant complexity, we predict it will increase recurring costs such as fuel and maintenance. In particular, the choice of the optimum capital cost solution would increase the fuel consumption by as much as 20-40%. Moreover, for usual rail duty cycles, the weight and volume of the combined powerplant would be significantly increased. Based on this analysis, the consortium has decided to develop for this project a pure fuelcell road-switcher locomotive, that is, not a hybrid locomotive
{"title":"Fuelcell hybrid locomotives: applications and benefits","authors":"A. R. Miller, J. Peters","doi":"10.1109/RRCON.2006.215320","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215320","url":null,"abstract":"Led by Vehicle Projects LLC, an international industry government consortium is developing a 109-tonne, 1.2-MW fuelcell-powered road-switcher locomotive for commercial and military railway applications. As part of the feasibility and conceptual-design analysis, we have analyzed the potential benefits of a hybrid powerplant in which fuelcells comprise the prime mover and a battery or flywheel comprises the rechargeable auxiliary power device. Potential benefits of a hybrid powerplant are (1) enhancement of transient power and hence tractive effort, (2) regenerative braking, and (3) reduction of capital or recurring costs. Generally, tractive effort of a locomotive at low speed is limited by wheel adhesion and not by available power. Enhanced transient power is therefore unlikely to benefit a switcher locomotive but could benefit applications, such as subway trains with all axles powered, requiring high acceleration. In most cases, the benefits of regenerative braking in locomotives are limited. For low-speed applications such as switchers, both the available kinetic energy and the effectiveness of DC traction motors as generators are low. For high-speed heavy applications such as freight, the ability of the auxiliary power device to absorb a significant portion of the available kinetic energy is low. Moreover, the hybrid powerplant suffers a double efficiency penalty: losses occur in both absorbing and then releasing energy from the auxiliary device, result in a net storage efficiency of no more than 50% for current battery technology. Where the duty cycle peak power demand requires that a significant portion of the prime mover energy is cycled into auxiliary power device then a net increase in fuel consumption can result. Capital cost in some applications may be reduced. Based on recorded locomotive duty cycles and a cost model utilized in this project, hybridity can reduce fuelcell capital cost. However, because of the double efficiency penalty and increased powerplant complexity, we predict it will increase recurring costs such as fuel and maintenance. In particular, the choice of the optimum capital cost solution would increase the fuel consumption by as much as 20-40%. Moreover, for usual rail duty cycles, the weight and volume of the combined powerplant would be significantly increased. Based on this analysis, the consortium has decided to develop for this project a pure fuelcell road-switcher locomotive, that is, not a hybrid locomotive","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"89 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131538180","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}
In this paper, the train's wheel wear trend is discussed. To test, the second line of Tehran subway was selected, and in order to simulate, both the tracks and fleet of this line were modeled in ADAMS/RAIL/spl copy/. In different logged distances, the worn wheel profile was measured by Miniprof/spl copy/ and was used in simulation in order to make the simulation more accurate. After simulation process the wheel wear trend was determined and the accuracy of the results was proved by comparing them with field measurements, measured during three years. Using this method will result in determining the effects of the different model parameters on wheel wear and specifying optimum parameters in order to reduce wear rate. Moreover, it is possible to have better maintenance planning by determining wheel wear trend.
{"title":"Determination of the train wheel wear trend, comparing with field measurements","authors":"M. Ansari, I. Ashtiyani","doi":"10.1115/JRC2006-94030","DOIUrl":"https://doi.org/10.1115/JRC2006-94030","url":null,"abstract":"In this paper, the train's wheel wear trend is discussed. To test, the second line of Tehran subway was selected, and in order to simulate, both the tracks and fleet of this line were modeled in ADAMS/RAIL/spl copy/. In different logged distances, the worn wheel profile was measured by Miniprof/spl copy/ and was used in simulation in order to make the simulation more accurate. After simulation process the wheel wear trend was determined and the accuracy of the results was proved by comparing them with field measurements, measured during three years. Using this method will result in determining the effects of the different model parameters on wheel wear and specifying optimum parameters in order to reduce wear rate. Moreover, it is possible to have better maintenance planning by determining wheel wear trend.","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130913352","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215316
M. Hartong, R. Goel, D. Wijesekera
Positive Train Control (PTC) is an electronic system that enforces train separation, speed enforcement, roadway worker protection and a host of other activities essential to operate railroads safety and efficiently that requires wireless communication to exchange control and sensory information between mobile locomotive and static control centers and wayside devices. This requires communication security ensuring the freshness, confidentiality, integrity, and authenticity of the information. For that purpose, we propose a cryptography based key management system (KMS). This paper outlines the requirements for a KMS, provides a proposed key distribution method, and highlights several significant implementation tradeoffs
{"title":"Key management requirements for Positive Train Control communications security","authors":"M. Hartong, R. Goel, D. Wijesekera","doi":"10.1109/RRCON.2006.215316","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215316","url":null,"abstract":"Positive Train Control (PTC) is an electronic system that enforces train separation, speed enforcement, roadway worker protection and a host of other activities essential to operate railroads safety and efficiently that requires wireless communication to exchange control and sensory information between mobile locomotive and static control centers and wayside devices. This requires communication security ensuring the freshness, confidentiality, integrity, and authenticity of the information. For that purpose, we propose a cryptography based key management system (KMS). This paper outlines the requirements for a KMS, provides a proposed key distribution method, and highlights several significant implementation tradeoffs","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"69 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133535271","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215298
M. Ansari, I. Ashtiyani
Rail wear is extremely intensive in curved tracks. In this paper, rail wear condition in curves is discussed. To test, the most critical curve of the second line of Tehran subway was selected. Track, from the viewpoints of either geometrical properties or mechanical properties was modeled in ADAMS/RAILcopy software according to actual situation. After simulation, wear trend was determined for different parts of the curve. The accuracy of results was proved by comparing them with field measurements, measured during three years by Miniprofcopy. It was discovered that in curves instead of one critical point (midpoint), there is a critical region, near the middle of the curve, regarding wear. Also parts of curve that rail probably will face RCF were determined. Determining critical points of rail will result in several important issues such as specifying parts of rail that need specific heat treatment, and choosing suitable kind of lubricants (liquid or solid) and their places, and better rail maintenance. It is also possible to determined optimum operational parameters (acceleration, speed...) to reduce rail wear
{"title":"Simulation and full-scale measurement of the wear in curved tracks","authors":"M. Ansari, I. Ashtiyani","doi":"10.1109/RRCON.2006.215298","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215298","url":null,"abstract":"Rail wear is extremely intensive in curved tracks. In this paper, rail wear condition in curves is discussed. To test, the most critical curve of the second line of Tehran subway was selected. Track, from the viewpoints of either geometrical properties or mechanical properties was modeled in ADAMS/RAILcopy software according to actual situation. After simulation, wear trend was determined for different parts of the curve. The accuracy of results was proved by comparing them with field measurements, measured during three years by Miniprofcopy. It was discovered that in curves instead of one critical point (midpoint), there is a critical region, near the middle of the curve, regarding wear. Also parts of curve that rail probably will face RCF were determined. Determining critical points of rail will result in several important issues such as specifying parts of rail that need specific heat treatment, and choosing suitable kind of lubricants (liquid or solid) and their places, and better rail maintenance. It is also possible to determined optimum operational parameters (acceleration, speed...) to reduce rail wear","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"206 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133138612","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215314
J. Jiménez-Octavio, E. Pilo, O. Lopez-Garcia, A. Carnicero
This paper presents a coupled electromechanical optimization of the cost of high speed railway overheads. The proposed electromechanical optimization solves the coupled mechanical and electrical problems by obtaining the railway overhead with minimum cost. A simple model cost of the railway overhead is proposed. This model cost defines the global cost per kilometer, which is mainly composed by the costs of material used in the construction of the overhead supports and the electric lines respectively. Using a standard genetic algorithm the optimized railway overhead is obtained. The parameters which describe the railway overhead are defined by: (i) sizing and (ii) configuration of the overhead supports; (iii) geometric location and (iv) type of electric conductors. The constraints considered are: (i) maximum allowable stress, and (ii) structural static stability; (iii) structure gauge to limit the position of physical conductors, (iv) minimum distance between conductors or between conductor and earth and (v) maximum allowable current of each conductor. In addition, the fitness function also considers the minimization of the equivalent electrical system impedance as a secondary optimization criterion. This optimization method has been successfully applied to the design of the high speed railway overhead C-350, used in the new line Madrid-Barcelona-French Border. The optimized railway overhead shows an overall improvement at two levels. Firstly, the performance is enhanced, and secondly, the global cost is reduced. The obtained results are compared with the non-optimized configuration in order to demonstrate the obtained improvements
{"title":"Coupled electromechanical cost optimization of high speed railway overheads","authors":"J. Jiménez-Octavio, E. Pilo, O. Lopez-Garcia, A. Carnicero","doi":"10.1109/RRCON.2006.215314","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215314","url":null,"abstract":"This paper presents a coupled electromechanical optimization of the cost of high speed railway overheads. The proposed electromechanical optimization solves the coupled mechanical and electrical problems by obtaining the railway overhead with minimum cost. A simple model cost of the railway overhead is proposed. This model cost defines the global cost per kilometer, which is mainly composed by the costs of material used in the construction of the overhead supports and the electric lines respectively. Using a standard genetic algorithm the optimized railway overhead is obtained. The parameters which describe the railway overhead are defined by: (i) sizing and (ii) configuration of the overhead supports; (iii) geometric location and (iv) type of electric conductors. The constraints considered are: (i) maximum allowable stress, and (ii) structural static stability; (iii) structure gauge to limit the position of physical conductors, (iv) minimum distance between conductors or between conductor and earth and (v) maximum allowable current of each conductor. In addition, the fitness function also considers the minimization of the equivalent electrical system impedance as a secondary optimization criterion. This optimization method has been successfully applied to the design of the high speed railway overhead C-350, used in the new line Madrid-Barcelona-French Border. The optimized railway overhead shows an overall improvement at two levels. Firstly, the performance is enhanced, and secondly, the global cost is reduced. The obtained results are compared with the non-optimized configuration in order to demonstrate the obtained improvements","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123442831","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215308
Travis D. Painter, Christopher P. L. Barkan
As fuel costs and environmental impacts assume greater importance to railways, so does the importance of options for increased energy efficiency and emissions reduction. A study was conducted on the potential recovery of dynamic brake energy from diesel-electric locomotives in North American freight service. Using computer simulations (Train Energy Model) and locomotive event recorder data, estimations were made of the energy that could be recovered from dynamic brake use. In addition, the differences between the results of the computer simulations with respect to the actual events recorded were examined in order to evaluate how well the model simulates an engineer's operation of locomotives and provide guidance for future improvements to the simulation model. A case study of the energy recovery potential for a Class 1 railroad operating on a major mountain pass in North America was conducted. The route analyzed has two characteristics that make it a good candidate for studying energy recovery potential. First, there is an extended down grade approximately 25 miles long, and second, it has heavy traffic with about 80 trains a day traversing it. Both of these factors enhance the likelihood that investment in energy recovery technology will be economically viable. It was found that the total dynamic brake energy potential was over 1,200 kilowatt-hours per train. Depending on the efficiency of the storage system, as much as 70 gallons of diesel fuel could be saved per train. This equates to 2,800 gallons of fuel a day and a corresponding reduction in emissions. Nevertheless, fuel savings themselves do not provide enough incentive to warrant implementation of dynamic brake energy recovery, but with the addition of environmental cost savings financial benefits may be seen
{"title":"Prospects for dynamic brake energy recovery on North American freight locomotives","authors":"Travis D. Painter, Christopher P. L. Barkan","doi":"10.1109/RRCON.2006.215308","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215308","url":null,"abstract":"As fuel costs and environmental impacts assume greater importance to railways, so does the importance of options for increased energy efficiency and emissions reduction. A study was conducted on the potential recovery of dynamic brake energy from diesel-electric locomotives in North American freight service. Using computer simulations (Train Energy Model) and locomotive event recorder data, estimations were made of the energy that could be recovered from dynamic brake use. In addition, the differences between the results of the computer simulations with respect to the actual events recorded were examined in order to evaluate how well the model simulates an engineer's operation of locomotives and provide guidance for future improvements to the simulation model. A case study of the energy recovery potential for a Class 1 railroad operating on a major mountain pass in North America was conducted. The route analyzed has two characteristics that make it a good candidate for studying energy recovery potential. First, there is an extended down grade approximately 25 miles long, and second, it has heavy traffic with about 80 trains a day traversing it. Both of these factors enhance the likelihood that investment in energy recovery technology will be economically viable. It was found that the total dynamic brake energy potential was over 1,200 kilowatt-hours per train. Depending on the efficiency of the storage system, as much as 70 gallons of diesel fuel could be saved per train. This equates to 2,800 gallons of fuel a day and a corresponding reduction in emissions. Nevertheless, fuel savings themselves do not provide enough incentive to warrant implementation of dynamic brake energy recovery, but with the addition of environmental cost savings financial benefits may be seen","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"73 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122868092","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 : 2006-04-04DOI: 10.1109/RRCON.2006.215317
M. Fitzmaurice
The increasing deployment of CBTC by public transit agencies that use a data communications systems based in the 2.4 GHz ISM band has raised the concern of RF interference between CBTC equipped trains and the variety of new and existing users of this band. The vast number of RF devices that currently operate in this band (like microwave ovens, cordless telephones, medical devices etc.) have recently been augmented by the proliferation of "Wi-Fi" hotspots and wireless computers permitting untethered Internet access by the public and RF identification (RFID) technology. While the popularity of the band is a source of concern, paradoxically, this same popularity yields many advantages and benefits to CBTC systems that use it. Often the fact that a frequency band is "crowded" or heavily used (however that is defined) immediately precludes its use for those systems or services that consider themselves to be mission critical. While avoiding a heavily used frequency band for an important application is a prudent course of action, it might not be possible or, upon closer examination, even necessary. There might not be any other spectrum available or, if there is, the cost and technical risk of obtaining regulatory approval or developing the unique radio equipment could prove prohibitive. Additionally, technical advances in radio equipment and signal processing might completely obviate any perceived interference
{"title":"Use of 2.4 GHz frequency band for Communications Based Train Control data communications systems","authors":"M. Fitzmaurice","doi":"10.1109/RRCON.2006.215317","DOIUrl":"https://doi.org/10.1109/RRCON.2006.215317","url":null,"abstract":"The increasing deployment of CBTC by public transit agencies that use a data communications systems based in the 2.4 GHz ISM band has raised the concern of RF interference between CBTC equipped trains and the variety of new and existing users of this band. The vast number of RF devices that currently operate in this band (like microwave ovens, cordless telephones, medical devices etc.) have recently been augmented by the proliferation of \"Wi-Fi\" hotspots and wireless computers permitting untethered Internet access by the public and RF identification (RFID) technology. While the popularity of the band is a source of concern, paradoxically, this same popularity yields many advantages and benefits to CBTC systems that use it. Often the fact that a frequency band is \"crowded\" or heavily used (however that is defined) immediately precludes its use for those systems or services that consider themselves to be mission critical. While avoiding a heavily used frequency band for an important application is a prudent course of action, it might not be possible or, upon closer examination, even necessary. There might not be any other spectrum available or, if there is, the cost and technical risk of obtaining regulatory approval or developing the unique radio equipment could prove prohibitive. Additionally, technical advances in radio equipment and signal processing might completely obviate any perceived interference","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134426168","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}
At the request of METROLINK, the Federal Railroad Administration (FRA), with the Federal Transit Administration and the American Public Transportation Association, formed the ad hoc Crash Energy Management Working Group in May 2005. This group developed recommendations for crush zones in passenger rail cars for METROLINK to include in its procurement specification. The Volpe Center provided the Working Group with technical information from the research on passenger rail equipment crashworthiness it is conducting for FRA. METROLINK released its specification, including the recommendations from the Working Group, on September 16, 2005, as part of an invitation forbid. The specification includes three levels of requirements: train, car, and mechanism. The train level requirements specify a collision scenario for which there must be no intrusion into the occupied areas and limits on the relative velocities at which the operator and passenger may impact interior surfaces. The car and mechanism level requirements follow from the train level requirements. The car level requirements include specifications for a cab end crush zone capable of absorbing 3.0 million ft-lbs of energy and a non-cab end crush zone capable of absorbing 2.0 million ft-lbs. There are also specifications on the crush zone kinematics and on the target force/crush characteristics. Mechanism level requirements include specifications for the coupling mechanism, the load transfer mechanism, and the principal energy absorption mechanism. The coupling mechanism permits the coupler to push back, allowing the ends of adjacent cars to remain aligned and come together during an impact. The load transfer mechanism transmits the load from the adjacent equipment into the crush zone in a manner that allows the principal energy absorption mechanism to function as intended. The cab end load transfer mechanism can include a deformable LD that acts similarly to an automobile bumper, and resolves eccentric impact loads into loads that can be appropriately reacted by the supporting structure. The principal energy absorption mechanism is the section of the carbody structure intended to deform gracefully and to provide most of the required energy absorption. The specification prescribes performance for the train, the cab and trailer cars, and the mechanisms. Each requirement includes quantitative criteria for evaluation of compliance. The Working Group extensively discussed various evaluation methodologies, including non-linear large deformation finite element analysis and dynamic component tests, and worked to assure that practical evaluation methodologies are available for each requirement. For components critical to the functioning of the crush zone, tests are required. This paper describes the requirements, the associated criteria, and the available evaluation techniques. The technical bases driving the need for each of the requirements are discussed.
{"title":"Overview of a crash energy management specification for passenger rail equipment","authors":"Eloy Martinez","doi":"10.1115/JRC2006-94044","DOIUrl":"https://doi.org/10.1115/JRC2006-94044","url":null,"abstract":"At the request of METROLINK, the Federal Railroad Administration (FRA), with the Federal Transit Administration and the American Public Transportation Association, formed the ad hoc Crash Energy Management Working Group in May 2005. This group developed recommendations for crush zones in passenger rail cars for METROLINK to include in its procurement specification. The Volpe Center provided the Working Group with technical information from the research on passenger rail equipment crashworthiness it is conducting for FRA. METROLINK released its specification, including the recommendations from the Working Group, on September 16, 2005, as part of an invitation forbid. The specification includes three levels of requirements: train, car, and mechanism. The train level requirements specify a collision scenario for which there must be no intrusion into the occupied areas and limits on the relative velocities at which the operator and passenger may impact interior surfaces. The car and mechanism level requirements follow from the train level requirements. The car level requirements include specifications for a cab end crush zone capable of absorbing 3.0 million ft-lbs of energy and a non-cab end crush zone capable of absorbing 2.0 million ft-lbs. There are also specifications on the crush zone kinematics and on the target force/crush characteristics. Mechanism level requirements include specifications for the coupling mechanism, the load transfer mechanism, and the principal energy absorption mechanism. The coupling mechanism permits the coupler to push back, allowing the ends of adjacent cars to remain aligned and come together during an impact. The load transfer mechanism transmits the load from the adjacent equipment into the crush zone in a manner that allows the principal energy absorption mechanism to function as intended. The cab end load transfer mechanism can include a deformable LD that acts similarly to an automobile bumper, and resolves eccentric impact loads into loads that can be appropriately reacted by the supporting structure. The principal energy absorption mechanism is the section of the carbody structure intended to deform gracefully and to provide most of the required energy absorption. The specification prescribes performance for the train, the cab and trailer cars, and the mechanisms. Each requirement includes quantitative criteria for evaluation of compliance. The Working Group extensively discussed various evaluation methodologies, including non-linear large deformation finite element analysis and dynamic component tests, and worked to assure that practical evaluation methodologies are available for each requirement. For components critical to the functioning of the crush zone, tests are required. This paper describes the requirements, the associated criteria, and the available evaluation techniques. The technical bases driving the need for each of the requirements are discussed.","PeriodicalId":292357,"journal":{"name":"Proceedings of the 2006 IEEE/ASME Joint Rail Conference","volume":"64 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2006-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133820121","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}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：