Multiple Unit Train Research Articles

Aerodynamic Forces on Multiple Unit Trains in Cross Winds

This paper describes the results of wind tunnel tests that were carried out to measure the aerodynamic characteristics of an electrical multiple unit (EMU) vehicle in a cross wind. The measurements were made on a 1/30 scale model of the Class 365 EMU in a simulation of the natural wind. The time histories of surface pressures were measured at a large number of points over the vehicle from which the aerodynamic characteristics and force coefficients were determined. This paper describes the complex fluctuating pressure field over the vehicle, through a consideration of the mean and fluctuating pressure coefficients and their spectra, and through a proper orthogonal decomposition analysis, which identifies the major modes of this distribution. The mean, fluctuating, and extreme aerodynamic side and lift forces are also discussed. It is shown that the flow pattern around the vehicle is dominated by large windward roof corner pressure fluctuations.

Evaluation and discussion of disturbance observer‐based anti‐slip/skip readhesion control for electric train

AbstractThe improvement of adhesion characteristics is very important for electric trains. The drive system of electric trains must have fine anti‐slip and anti‐skid readhesion controls. In order to achieve the required adhesion, we have already proposed an anti‐slip/skid readhesion control system based on disturbance observer and sensorless vector control. Moreover, we have already applied the proposed method to actual electric multiple unit trains Series 205‐5000. In this paper, using the experimental results of Series 205‐5000 and the numerical simulation results, we evaluate the proposed anti‐slip/skid readhesion control system and confirm that the system has the desired driving wheel torque response. © 2009 Wiley Periodicals, Inc. Electr Eng Jpn, 169(4): 55–64, 2009; Published online in Wiley InterScience (www.interscience.wiley.com). DOI 10.1002/eej.20834

Development of Effective Ventilation System for Electric Multiple Unit(EMU) Train for Mumbai Suburban Railway

In the Island city of Mumbai, the Suburban Railway System operates 2500 EMU trains each of 9 or 12 cars and 6.3 millions passengers commute per day. It is considered to be the lifeline of the city. In the morning and evening peak periods loading in each EMU coach is around 500 passengers i.e. 4500 passengers per 9 car train. This is the highest in the world and reflects travel under extremely crowded conditions. During peak periods ventilation, which is practically non- existent, is a serious problem faced by the commuters.Now new EMU trains, each of 12 cars, are being procured under a World Bank funded Mumbai Urban Transport Project. Improvement to ventilation has been taken up as a challenge and as an opportunity to meet the long pending demand to make travel comfortable. After designing, manufacturing and extensive field trials, a new Forced Ventilation System has been successfully provided in these trains.The paper describes complete details of the system.

The railway noise reductions achieved in the Silence project

The European project Silence is dedicated to the reduction of railway and roadway noise in urban areas. Within the framework of the subproject E and G, the reduction of the railway noise is addressed. Source ranking of state of the art rolling stocks has been carried out. Then, the Diesel engine, the exhaust, the cooling unit, the electrical engine, the wheels and the track have been optimised by the manufacturers and prototypes have been constructed. The most promising have been selected through laboratory measurement to be installed on the trains and trams. Last measurement campaigns have been carried out to characterise the combination of optimised rolling stocks running on optimised track. Then, relevant reductions of the pass-by noise have been achieved for electrical and Diesel multiple unit trains, freight trains and trams. In the same time, a software called VAMPPASS has been developed in subproject B to simulate the time signal of a train pass-by. The paper focuses on the results of the last measurement campaigns which validate the noise reduction achieved on the global pass-by noise of several rolling stocks and tracks. A comparison with the reduction predicted by VAMPPASS will be also presented. Some improvement of the solutions will be also addressed.

Transportation systems

East Corridor and Gold Line projects are now going to be reviewed for procurement under the process. A big advantage of the process is that the FTA (Federal Transit Administration) will simplify the application for federal funds by waiving the cost-effectiveness calculation requirements to the extent that private capital will be used since some of the risk is being transferred to the private partnership. The East Corridor is a proposed commuter rail line from downtown Denver to Denver International Airport. The Gold Line is an 11.2-mi-long proposed commuter rail line from downtown through northwest Denver on to Arvada and Wheat Ridge. Both lines had compared the use of diesel- powered multiple-unit equipment with electric-powered multiple-unit equipment. RTD (Regional Transit District) chose electric multiple-unit trains for both lines. Environmental impact statements are being progressed for each line.

The Harmonoise/IMAGINE model for traction noise of powered railway vehicles

Traction noise is one of the noise sources of powered railway vehicles such as locomotives, electric- and diesel-powered multiple unit trains and high-speed trains. Especially at speeds below 60 km/h and at idling, but also at acceleration conditions for a wide range of speeds, traction noise can be dominant. This is relevant for noise in residential areas near stations and shunting yards, but in some cases also along the line. The other relevant sources are rolling noise, often dominant between 100 and 250 km/h, aerodynamic noise, which can be dominant above 300 km/h, braking noise, curve squeal and impact noise. The braking system can often technically be considered part of the overall traction system, although acoustically it will often have separate noise sources. In the Harmonoise and IMAGINE EU projects, a generalised prediction model for railway traction noise has been proposed to cover a broad range of powered railway vehicles. The model is one of the prediction modules for overall rail traffic noise, which also covers the other main sources. The traction noise model includes the main operational parameters such as driveshaft speed and power settings, and also takes individual auxiliary components and their duty cycles into account, such as compressors, valves and fans. Source height is included in the model. The level of modelling detail in the many potential traction noise sources has been kept to a minimum, as for the purpose of rail traffic noise prediction it often suffices to model only the dominant sources. Measurement methods are outlined to determine the noise emission spectra, from which extrapolations are made to obtain estimates for different operating conditions.

3309 軌間可変試験電車の開発 : 新幹線・在来線直通運転を目指して(OS2 交通・物流システムの高速化と利便性の向上I,一般講演)

We have been developing a gauge change train systems for through-operation between Shinkansen lines and conventional lines. The 1^<st> Gauge Changing Train Set (GCT) was completed in 1998 to confirm the basic efficiency of the systems. The GCT was an experimental 3-motor-car electric multiple unit (EMU) train. It was designed to run at a maximum speed of 300km/h on Shinkansen lines, and 130km/h on conventional lines. It works under a catenary voltage of AC25kV, 20kV and DC1500V. It had been tested for basic and endurance performance at high speed. We are now designing the 2^<nd> GCT for developing new gauge-changing bogies. It will be completed and started to test in late 2006.

Design of an efficient crashworthy lifeguard for current and future electric multiple unit bogies

Lifeguards are energy-absorbing devices fitted to the leading edges of train bogies under driving cab ends. Their primary function is to deflect obstacles away from the wheel/rail interface and in the process absorb excessive impact energy through plastic deformation. This paper presents an experimental investigation into the crashworthiness, the deformation mechanisms and failure phenomena of steel lifeguards for the Class 465 electric multiple unit (EMU) train bogies. Their performance, based on tight specification, is evaluated under both quasi-static and impact loading. Under quasi-stactic loading, the lifeguards have been shown to be capable of withstanding, without permanent deformation to the bogie and its attachment to the axlebox, a load of up to 35 kN applied horizontally in the global longitudinal axis of the train towards the adjacent wheel. The deformation history is found to be that of a plastic hinge developing at the neck or narrowest section which proceeds by rotating the tip about the deformed section. Typical loads necessary for triggering the plastic failure are between 40 and 58 kN; this rises to a maximum of 60-67 kN as the tip rotates around the single hinge mechanism. Under impact loading, the lifeguard shows a failure mechanism that is to some extent similar to that observed under quasi-static testing. The difference, however, is in the collapse mechanism hierarchy which begins with a local plastic indentation at the point of load application and is followed by rotation of the neck about the global principal axes resulting in a three-dimensional failure of the tip. Typical dynamic loads are between 3.5 and 3.8 times the quasi-static loads. Based on the mechanism of deformation observed from the experimental results of the developed lifeguard, preliminary theoretical predictions have been carried out using finite element analysis. The computer outputs show good correlation with experimental results.

Development of Bogies for Improving the Riding Comfort of the Shinkansen. Improved Bogies for the 0 Series E.m.u.

To upgrade the riding comfort of the 0 Series Tokaido-Sanyo Shinkansen electric multiple-unit train, the suspension components of the bogies are successfully developed which improve the damping ratio of lateral body hunting motion. The result of field tests shows that the frequency of lateral body acceleration decreases about 1/1O as compared with the original bogie.

Capital Cost and Operations of High‐speed Mail System in West Germany

The situation of the present InterCity system of the German Federal Railroad is described. The current construction of new lines and the future high-speed InterCity Express system, which will increase operating speeds up to 300 km/h (186 mph), are shown, as well as the influence of the new style on the economics of operation and maintenance. The existing InterCity system is earning a cost coverage of 109%. It is therefore the most successful segment of all the transportation services the German Federal Railroad offers. The InterCity system is operated by a locomotive hauling a different number of first-class and second-class passenger cars, depending on the specific line. Analyzing that the business lifetime of this system will be reached in some years the German Federal Railroad will introduce a new high speed railroad service, starting in 1991. This high-speed InterCityExpress system is the result of fundamental research and development work in the last 15 years. This system is an electrically propelled, push-pull, multiple-unit train, which provides new interior design and flexibility, to meet the passengers needs of the future. This service is expected to be the economic backbone of the railroad in Germany for the coming decades.

Procurement of Rolling Stock on the Hong Kong Mass Transit Railway

This paper gives an account of the procurement of the electric multiple unit trains which have been manufactured and brought into service on the Mass Transit Railway in Hong Kong. The paper outlines the Corporation's project management and control systems used on rolling stock contracts that have been let within the three major projects constructed over the period 1975–86; the modified initial system, Tsuen Wan extension and the Island Line, and examines the development of rolling stock equipment and procurement methods within these projects and in further contracts which are still to be completed. Brief details of the railway system and parameters for design of the rolling stock are given and the paper reviews the planning, programming, forms of contract documents, tender procedures, financing methods and contract management techniques used by he Corporation in the rolling stock contracts.

Prototype Class 210 Diesel-Electric Multiple Unit Trains for British Railways

Most of the diesel multiple unit trains operated by British Railways were built between the years 1956 and 1960 and many will need to be replaced during the next decade. The paper describes in detail two diesel-electric multiple unit trains which are being constructed to test their technical and commercial suitability for services which are relatively heavily used but which are not electrified. The business requirements are outlined, and the design options available and decisions reached are discussed.

The Electric Multiple Unit Trains of the Hong Kong Mass Transit Railway Corporation

The Electric Multiple Unit Trains of the Hong Kong Mass Transit Railway Corporation

Prototype Class 210 Diesel-Electric Multiple Unit Trains for British Railways

Prototype Class 210 Diesel-Electric Multiple Unit Trains for British Railways

The Electric Multiple Unit Trains of the Hong Kong Mass Transit Railway Corporation

The paper outlines the development of the main specification parameters. The vehicles are described including the mechanical construction and major sub-systems. It concludes with a review of experience to date and relevant technical data.

Progress in design and operation of a.c. locomotives and multiple-unit trains

The paper reviews the results of a further five years' operation of 50 Hz motive power on BR. Individual classes of locomotive are considered, and details are given of the various items of equipment which have given trouble, and of the consequential modifications required. Comparisons are made between the latest class in service and earlier classes, so that the reasons for further changes in the design of this class can be clearly understood. Preliminary details are given of the new class under construction for the extension to Glasgow, and reasons are given for not selecting thyristor control at the moment. The large fleet of multiple-unit trains is reviewed, and various defects and modifications noted. In conclusion, the paper states that, after the bold initial choice of the a.c. system, development was, and must be, based on facts and past performance if a 30-year equipment life is to be achieved.

Application of rectifiers to British Railways a.c. motive power

The paper deals with the various factors which influence the design of rectifier equipments used in the main propulsion power circuits for electric locomotives and multiple unit trains operating on British Railways 50Hz single-phase a.c. system. The special nature of the traction load is described, followed by an outline of the supply system and the fundamental features of the various rectifier circuits with reference to all types of rectifier devices in use, i.e. mercury-arc tanks, and germanium and silicon diodes. The important question of protection against overvoltage and overcurrent is dealt with in some detail, and the various methods of mounting and cooling the equipment are discussed. The paper ends with a survey of the operating experience which has been obtained with the various classes of motive power, highlighting the most attractive characteristics of individual types of equipments as well as those features which have led to modifications and, in some cases, conversion of complete rectifier equipments.

新幹線用高速電動列車と基礎研究

新幹線用高速電動列車と基礎研究

A.C. railway electrification at 50 c/s in Great Britain

The paper, assuming a knowledge of the published descriptions of the equipments used and of Brigadier Langley&apos;s reports on the trouble experienced with some of it, describes the performance of equipment of all kinds in 18 months of service, during which 1100 single-track miles of overhead equipment have been brought into use on the 25/6.25 kV 50c/s a.c. system. Individual sections deal with:The method and cost of obtaining freedom from interference with neighbouring light-current circuits.The performance of the power-supply and overhead equipments, including reference to the use of 25 kV only on the Euston- Manchester-Crewe electrification and the retention of the dual-voltage 25/6.25 kV system elsewhere.The satisfactory performance of the electrical equipment of five of the seven types of 800 hp multiple-unit train equipment which have aggregated about 25 million miles in service, and of the five types of 3300 hp locomotives. Statistics are given of the performance of certain important components.The hope is expressed that the information given warrants confidence in the future of the equipments in use.The paper indicates the ways in which the information obtained from this experience with prototype equipment will be used for the further improvement of future equipments.

First year's operating experience with new control equipment on 100 New York City subway cars

THE OPERATION of multiple-unit electric trains in modern high-speed rapid-transit service demands an extremely high degree of equipment reliability. This performance must be achieved with a minimum of time and labor for maintenance. Efforts to achieve these objectives have, in recent years, produced notable advances in the design of both propulsion and control equipment.