Pub Date : 1989-04-25DOI: 10.1109/RRCON.1989.77274
R. Wagner
The author describes the use of GTO (gate turn-off) thyristors and microprocessor technology in connection with three-phase AC drive engineering for locomotives. The high power ratings of these devices, combined with efficient evaporation-bath cooling methods, have reduced the size and weight of the necessary powerful onboard converter equipment; AC drives are thus continuing to gain acceptance for traction applications. Examples that are given include Amtrak's new diesel electric locomotives, the high-speed trains of the German Federal Railways, and the new high-performance locomotives of RENFE, the Spanish State Railway.<>
{"title":"AC drive technology for locomotives","authors":"R. Wagner","doi":"10.1109/RRCON.1989.77274","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77274","url":null,"abstract":"The author describes the use of GTO (gate turn-off) thyristors and microprocessor technology in connection with three-phase AC drive engineering for locomotives. The high power ratings of these devices, combined with efficient evaporation-bath cooling methods, have reduced the size and weight of the necessary powerful onboard converter equipment; AC drives are thus continuing to gain acceptance for traction applications. Examples that are given include Amtrak's new diesel electric locomotives, the high-speed trains of the German Federal Railways, and the new high-performance locomotives of RENFE, the Spanish State Railway.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122452127","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77285
W. Peterman, S. Bilgin, A. Manconi
CP Rail, in conjunction with a machine-tool manufacturer, is designing, building, and installing a semiautomated refurbishing system to reclaim freight-car truck side frames and bolsters. The semiautomated refurbishing cell is primarily a series of CNC (computerized numerically controlled) machines and welding robots integrated by a palletized transfer line and controlled by a PLC (programmable logic controller). The objective of the facility is to introduce automation to a low-volume and labor-intensive repair operation. The advantage of the semiautomated refurbishing system is that it combines the features of automation with the flexibility of the necessary job shop or repair operations required in side-frame and bolster repair. The benefits and consequent savings are increased rail, wheel, and bearing life, and reduced fuel consumption.<>
{"title":"CP Rail freight car truck components refurbishing facility: a semi-automated flexible refurbishing system","authors":"W. Peterman, S. Bilgin, A. Manconi","doi":"10.1109/RRCON.1989.77285","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77285","url":null,"abstract":"CP Rail, in conjunction with a machine-tool manufacturer, is designing, building, and installing a semiautomated refurbishing system to reclaim freight-car truck side frames and bolsters. The semiautomated refurbishing cell is primarily a series of CNC (computerized numerically controlled) machines and welding robots integrated by a palletized transfer line and controlled by a PLC (programmable logic controller). The objective of the facility is to introduce automation to a low-volume and labor-intensive repair operation. The advantage of the semiautomated refurbishing system is that it combines the features of automation with the flexibility of the necessary job shop or repair operations required in side-frame and bolster repair. The benefits and consequent savings are increased rail, wheel, and bearing life, and reduced fuel consumption.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"66 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133740362","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77286
G. Ben-Yaacov, G.A. Ruegg
Work order reporting systems (WORSs) enable crewmen to report completed work directly from locomotives. This is accomplished by placing mobile data terminals onboard the locomotives. The terminals then communicate the completed work information to the railroad's host computer system over a data radio network. This approach avoids after-the-fact clerical input. Railroads can therefore reduce the clerical staff currently assigned to perform manual data-entry tasks. A reduction in car-hire costs and improved customer services are additional benefits resulting from the use of WORSs. After describing the WORS benefits, the authors discuss the system configuration.<>
{"title":"Technological advances in railroads' work order reporting systems","authors":"G. Ben-Yaacov, G.A. Ruegg","doi":"10.1109/RRCON.1989.77286","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77286","url":null,"abstract":"Work order reporting systems (WORSs) enable crewmen to report completed work directly from locomotives. This is accomplished by placing mobile data terminals onboard the locomotives. The terminals then communicate the completed work information to the railroad's host computer system over a data radio network. This approach avoids after-the-fact clerical input. Railroads can therefore reduce the clerical staff currently assigned to perform manual data-entry tasks. A reduction in car-hire costs and improved customer services are additional benefits resulting from the use of WORSs. After describing the WORS benefits, the authors discuss the system configuration.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125435454","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77287
John Runeckles, L.C. Macorin
CP Rail has adopted a planned maintenance practice for freight car maintenance. The benefits accruing from planned maintenance, besides lower costs of car maintenance, are expected to be a reduction in car bad orders, elimination of the shopping of loaded cars, reduced car switching in terminals, improved car availability/utilization, and a reduction in car leasing. Implementation of the new policy has already commenced on the CP Rail coal-car fleet. The results have been a dramatic reduction in car bad orders and a consequent improvement in car availability. Implementation of planned maintenance on other car types in the CP Rail fleet is in progress.<>
{"title":"Implementation of freight-car planned maintenance on CP Rail","authors":"John Runeckles, L.C. Macorin","doi":"10.1109/RRCON.1989.77287","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77287","url":null,"abstract":"CP Rail has adopted a planned maintenance practice for freight car maintenance. The benefits accruing from planned maintenance, besides lower costs of car maintenance, are expected to be a reduction in car bad orders, elimination of the shopping of loaded cars, reduced car switching in terminals, improved car availability/utilization, and a reduction in car leasing. Implementation of the new policy has already commenced on the CP Rail coal-car fleet. The results have been a dramatic reduction in car bad orders and a consequent improvement in car availability. Implementation of planned maintenance on other car types in the CP Rail fleet is in progress.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"237 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124613234","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77276
C.M. Smith, D. Comer
A description is given of the FL9/AC dual-mode locomotive developed for operation on the Metro-North Commuter Railroad. The locomotive (a modified FL9) was remanufactured to have: gate-turn-off (GTO) thyristor technology instead of silicon-controlled rectifiers; a 12-cylinder turbocharged engine; a single electrically driven air compressor; a blended dynamic brake; provision for regenerative braking; a new cab signal system; and an improved air-brake system. Equipment selection for the FL9 is described and details of construction are presented.<>
{"title":"Dual mode locomotive","authors":"C.M. Smith, D. Comer","doi":"10.1109/RRCON.1989.77276","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77276","url":null,"abstract":"A description is given of the FL9/AC dual-mode locomotive developed for operation on the Metro-North Commuter Railroad. The locomotive (a modified FL9) was remanufactured to have: gate-turn-off (GTO) thyristor technology instead of silicon-controlled rectifiers; a 12-cylinder turbocharged engine; a single electrically driven air compressor; a blended dynamic brake; provision for regenerative braking; a new cab signal system; and an improved air-brake system. Equipment selection for the FL9 is described and details of construction are presented.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"75 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124098521","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77278
R. Burns, D. Turner
A description is given of an ATCS (advanced train control system) which unifies operations in central traffic control and previously unsignaled territories. It consists of a color graphic locomotive crew display, data radio, and locomotive health monitoring; multisensor position information systems, including transponder or satellite; a two-way digital communications network covering the railroad; wayside switch and detector interfaces; and a powerful central computer system. Safety is improved by powerful movement authority generation, checking, distribution, and automatic enforcement; monitoring and alerting of specified hazards; continuous train-position information; and dispatcher-initiated emergency stops. Operations are made more productive by sophisticated traffic planning and supervision; more train information for the dispatcher and train crew, including a dynamic track map and locomotive status; and car-pickup instructions channeled from the railroad order desk directly to the locomotive cab.<>
{"title":"Safety and productivity improvement of railroad operations by advanced train control system","authors":"R. Burns, D. Turner","doi":"10.1109/RRCON.1989.77278","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77278","url":null,"abstract":"A description is given of an ATCS (advanced train control system) which unifies operations in central traffic control and previously unsignaled territories. It consists of a color graphic locomotive crew display, data radio, and locomotive health monitoring; multisensor position information systems, including transponder or satellite; a two-way digital communications network covering the railroad; wayside switch and detector interfaces; and a powerful central computer system. Safety is improved by powerful movement authority generation, checking, distribution, and automatic enforcement; monitoring and alerting of specified hazards; continuous train-position information; and dispatcher-initiated emergency stops. Operations are made more productive by sophisticated traffic planning and supervision; more train information for the dispatcher and train crew, including a dynamic track map and locomotive status; and car-pickup instructions channeled from the railroad order desk directly to the locomotive cab.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115877227","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77275
J. Fischer
Advances in the field of three-phase drives for rail vehicles are described with reference to the power transmission system for the high-speed four-axle F69PC-AC locomotive. This model of locomotive incorporates state-of-the-art three-phase technology in the traction and head-end power systems. Traction converters, which are of the voltage-source inverter type with gate-turn-off thyristors, supply power to the squirrel-cage three-phase induction motors which are connected in parallel within each bogie. In addition to the two traction inverters, a third inverter is installed to supply power to the passenger cars. All three inverters are identical and utilize the evaporation-bath cooling method to dissipate the heat caused by electrical losses. The locomotive and the inverters are micro-processor-controlled.<>
{"title":"AC three-phase power transmission system for Amtrak's new locomotives F69PH-AC","authors":"J. Fischer","doi":"10.1109/RRCON.1989.77275","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77275","url":null,"abstract":"Advances in the field of three-phase drives for rail vehicles are described with reference to the power transmission system for the high-speed four-axle F69PC-AC locomotive. This model of locomotive incorporates state-of-the-art three-phase technology in the traction and head-end power systems. Traction converters, which are of the voltage-source inverter type with gate-turn-off thyristors, supply power to the squirrel-cage three-phase induction motors which are connected in parallel within each bogie. In addition to the two traction inverters, a third inverter is installed to supply power to the passenger cars. All three inverters are identical and utilize the evaporation-bath cooling method to dissipate the heat caused by electrical losses. The locomotive and the inverters are micro-processor-controlled.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125337812","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77283
G. F. Carpenter, M. W. Joerms, W. Sneed, K. Hawthorne, D. Stone
Heat-transfer calculations of the rate of temperature rise in the hub and hub-plate fillet of a railroad wheel due to journal over-heating during bearing failure are presented. Three cases are analyzed. The first case is that of a journal with a steady-state high temperature. The second case is an attempt to simulate a burnoff. The third case uses a time-temperature history gathered during seizure of a freight car bearing. Results of the calculations indicate minimal temperature increases in the wheel due to journal heat input. An experimental program was carried out to validate the results of the theoretical analysis. The journal of a 70 ton wheelset was heated electrically and the rate of temperature rise in the hub and hub-plate fillet of the wheel was monitored by thermocouples. Results of the experimental program verified the calculated results for case one. The results of this study raise questions as to the efficacy of systems which use wheel-temperature readings to identify bearings progressing toward failure.<>
{"title":"Theoretical and experimental determination of heat flow into a wheel due to bearing overheating","authors":"G. F. Carpenter, M. W. Joerms, W. Sneed, K. Hawthorne, D. Stone","doi":"10.1109/RRCON.1989.77283","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77283","url":null,"abstract":"Heat-transfer calculations of the rate of temperature rise in the hub and hub-plate fillet of a railroad wheel due to journal over-heating during bearing failure are presented. Three cases are analyzed. The first case is that of a journal with a steady-state high temperature. The second case is an attempt to simulate a burnoff. The third case uses a time-temperature history gathered during seizure of a freight car bearing. Results of the calculations indicate minimal temperature increases in the wheel due to journal heat input. An experimental program was carried out to validate the results of the theoretical analysis. The journal of a 70 ton wheelset was heated electrically and the rate of temperature rise in the hub and hub-plate fillet of the wheel was monitored by thermocouples. Results of the experimental program verified the calculated results for case one. The results of this study raise questions as to the efficacy of systems which use wheel-temperature readings to identify bearings progressing toward failure.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"42 5-7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123371070","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77284
D. Carpenter, R. Hill
The authors describe an approach used to identify and measure the magnetic properties of rails that cause additional power loss (eddy current and hysteresis) and contribute to rail inductance. Experiments are described from which rail magnetic and electrical data can be obtained. Some simplified theoretical approaches are presented to quantify the results. Finally, some applications are described where traction and track circuit signals can combine to suffer distortion and create interference. It is shown that it is not possible to devise a complete analytical model for series rail track impedance because nonlinear saturation effects produce harmonics which contribute to both the internal inductance and the AC resistance change. Separation of rail inductance into external and internal components, with external inductance depending on rail shape as well as position, is valid only for far-field effects. For near-field effects, such as required for cab signaling receiver studies, more accurate modeling is required. The most important determinator of induced voltage is the rail shape.<>
{"title":"The effects of magnetic saturation, hysteresis and eddy currents on rail track impedance","authors":"D. Carpenter, R. Hill","doi":"10.1109/RRCON.1989.77284","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77284","url":null,"abstract":"The authors describe an approach used to identify and measure the magnetic properties of rails that cause additional power loss (eddy current and hysteresis) and contribute to rail inductance. Experiments are described from which rail magnetic and electrical data can be obtained. Some simplified theoretical approaches are presented to quantify the results. Finally, some applications are described where traction and track circuit signals can combine to suffer distortion and create interference. It is shown that it is not possible to devise a complete analytical model for series rail track impedance because nonlinear saturation effects produce harmonics which contribute to both the internal inductance and the AC resistance change. Separation of rail inductance into external and internal components, with external inductance depending on rail shape as well as position, is valid only for far-field effects. For near-field effects, such as required for cab signaling receiver studies, more accurate modeling is required. The most important determinator of induced voltage is the rail shape.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128414247","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 : 1989-04-25DOI: 10.1109/RRCON.1989.77282
D. Archambeau
The author identifies the recent developments in the technology of fatigue enhancement of rail joints and summarizes the industry's testing results. Particular attention is given to the Railroad Cold Expansion System (RailTec). After years of testing, the split sleeve cold expansion system has been proven to enhance the life of bolted rail by minimizing bolt hole fatigue cracking. Using this process, there is an elimination or significant reduction of fatigue crack growth in the bolt hole region of the rail web. It is concluded that the RailTec system substantially reduces a major cause of rail failure and minimizes track inspection and maintenance costs.<>
{"title":"RailTec system: extending the life of bolted rail","authors":"D. Archambeau","doi":"10.1109/RRCON.1989.77282","DOIUrl":"https://doi.org/10.1109/RRCON.1989.77282","url":null,"abstract":"The author identifies the recent developments in the technology of fatigue enhancement of rail joints and summarizes the industry's testing results. Particular attention is given to the Railroad Cold Expansion System (RailTec). After years of testing, the split sleeve cold expansion system has been proven to enhance the life of bolted rail by minimizing bolt hole fatigue cracking. Using this process, there is an elimination or significant reduction of fatigue crack growth in the bolt hole region of the rail web. It is concluded that the RailTec system substantially reduces a major cause of rail failure and minimizes track inspection and maintenance costs.<<ETX>>","PeriodicalId":339427,"journal":{"name":"Proceedings., Technical Papers Presented at the IEEE/ASME Joint Railroad Conference","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1989-04-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130597013","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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