simulation of torsion moment at the wheel set of the railway vehicle ...

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REVIEW5. Results of simulations and experimental testsOn the Serbian Railway network there are different lines consideringthe field configuration: level, mountain and mixed. TheBelgrade (Resnik)–Bar line is a typical mountain line with numerousup and downgrades and the small curve radiuses (R 300 m).This track, which is 405.1 km long, has 558 changes of specificresistance. The longitudinal line section is adapted for computersimulation by its reduction without connection of the successiverelated sections. The other line elements, such as: maximumsection speeds, train stops in stations, restricted-speed running,etc. are used according to the timetable.Simulation of various freight trains running hauled by electriclocomotives series 441 and 461, is done to estimate the totalrunning time and consumed energy for the train traction. Simulationis done on these lines: Beograd ranzirna “A” – Mala Krsna(Q V 1160 t), Nis – Tabanovci (Q V 1160 t), Beograd ranzirna“B” – Lapovo ranzirna (Q V 800 t), Mala Krsna – Rakovica(Q V 600 t), Resnik – Podgorica (Q V 1000 t, Fig. 9, 10) andPodgorica – Resnik (Q V 1060 t). On the basis of the obtainedvalues we can conclude that average specific consumed energy forthe locomotive series 441 is about 25.5 Wh/brtkm and for thelocomotive series 461 is about 35.1 Wh/brtkm [4]. In the case ofpassenger trains the specific consumed energy for train traction ishigher by about 30% and more.The Slovenian Railways have started to install up-to-date digitalequipment for metering and reading the energy consumption withthe use of the GPS system on electric traction vehicles. The operatingprinciple is shown in Fig. 11.The following equipment is installed on the locomotive: Energymeter LEM EM4T, voltage transductor type LEM CV 4-6000/SP1,Fig. 9 Data for stationsFig. 10 Data for travelling regimes54 ● COMMUNICATIONS 3/2008
REVIEWthat the GPS does not recognize the curve of the railway track inthe moment of reading, but it works along the bee-line. Thereforethe accuracy of this system amounts to approximately 94 %. If thenumber of squares is increased, the squares become smaller anda more accurate result is obtained.Fig. 11 Measuring of consumption of energy on electric locomotives onSlovene railwaysand current transductor type LF 2005-S/SP9. The consumed energyis read by the data memory, in which the data on consumedenergy and data from GPS are combined. These data are sent tothe server EGIDA (where the data of all electric locomotives arecollected). From there the data are sent to the server GEMA.R,which unites all the data from the information system of trafficperformance (ISUP) and from railway substations (ENP). Thedata on the consumer are sent to the INTRANET [5].In the continuation, the analysis of the run of the train No.47408, with a mass of 1708 tons and with a locomotive series 363– 004 is shown for the trip from Ljubljana to Maribor on 14 September2007. For better understanding the analysis of energy consumptionof this train is given only for the distance travelled fromLjubljana to Ljubljana Moste (Table 1) [6].Analysis of electricity consumption at train 47408on railway line Ljubljana – Ljubljana Moste Table 1Consumed[kWh]Regenerated[kWh]TracksectionSpeed[km/h]Width[m]Length[m]1 0 Ljubljana 0 46.0588 14.52671 0 Ljubljana 0 46.0588 14.52670 0 Ljubljana 17 46.0588 14.527920 0 Ljubljana –LjubljanaMoste35 46.0589 14.5339The fifth and the sixth column in the table represent the widthand the length of data acquisition from the locomotive by theGPS equipment. The GPS system divides the area of movementof the locomotive into small squares and each such square indicatestransmitted information about the energy consumed fromthe locomotive to the centre. It must be taken into considerationOver the total distance of 156 km the electric energy consumptionfor this train was 2893 kWh. This energy consumption amountsonly to 10.89 Wh/brtkm which is much less than average consumptionof 35.1 Wh/brtkm with 461 series locomotives. This isdue to differences in railway line difficulty. Line Ljubljana – Mariborhas no ascending slopes, for the most part there is a downgrade of10 ‰. Lines of the Serbia railways, for which these measurementsare made, are mainly steep with a slope up to 27 ‰.Line Koper – Divaca in Slovenija with a slope up to 26 ‰energy consumption with 363 series locomotives amounts about45 Wh/brtkm.6. ConclusionThe software for the electric locomotive optimization controlfor driving energy savings purposes enables the user to find theoptimal combination (according to his needs) of the changeabletrain traction parameters. Almost every train traction parameter ischangeable: locomotive series with all characteristic parameters(wheel usage percentage, rotation masses affect factor, nominaltraction motors voltage value, continuous and maximum tractionmotors current, efficiency of cog-wheels, deformation factor, locomotiveactive and apparent power on the pantograph, etc.), lineelements (maximum speeds, stopping, restricted-speed running,length of stops in stations, track resistance, etc.). The amount ofthe output results is bigger than in all the other projects done sofar. The train running simulation time is considerably shorter thanin all other traction-energy calculation methods known so far. Thesimulation results can also be used for making the regime card ofeach train run in the whole timetable diagram.In order to verify in practice the calculated driving energy consumptionof electric locomotives at the Serbian Railway numerousmeasurements are conducted on the tracks. These measurementsshow high coincidence between theoretical and practical results.The software for train driving energy consumption is alsoapplied on the diesel locomotives and the only electric-motor trainseries ZS 412/416 for urban-suburban traffic on the Serbian Railways.For this manner of analysis of consumption electricity energyare decided in Slovenia because of larger number of carriers.COMMUNICATIONS 3/2008 ●55
Page 5 and 6: Mt = k$ Di(12) 4. Torsion moment at
Page 7: References[1] JOVANOVIC, R.: Tensio
Page 10 and 11: Fig. 3 Geometrical parameters of ch
Page 12 and 13: Fig. 13 10. eigenvector when the ei
Page 14 and 15: and D R _ y,wi=0 if y 0 (12) Dampe
Page 16 and 17: Fig. 22 Comfort for passengers for
Page 18 and 19: 3. Intermodal trainsIntermodal trai
Page 20 and 21: Fig. 2 Consignment reloading proces
Page 22 and 23: attached to individual tracks shown
Page 24 and 25: Juraj Gerlici - Tomas Lack *MODIFIE
Page 26 and 27: After the insertion of the previous
Page 28 and 29: where:k - is the basic spring stiff
Page 30 and 31: [2] GERLICI, J., LACK, T.: Methods
Page 32 and 33: Resulting from experience the degre
Page 34 and 35: Upon this strengthening of pretensi
Page 36 and 37: attained the 6th position of the be
Page 38 and 39: Jozef Jandacka - Stefan Papucik - V
Page 40 and 41: spacing of the fan from the measuri
Page 42 and 43: 5. ConclusionFrom the results prese
Page 44 and 45: REVIEWlines with numerous curves th
Page 46 and 47: REVIEWmeters from the point of view
Page 48 and 49: REVIEWBojan Cene - Aleksandar Rados
Page 50: REVIEWthe year 2006 in Slovenia sta
Page 55 and 56: REVIEWRadomir Brkic - Zivoslav Adam
Page 57 and 58: REVIEWfailures. For example, for an
Page 59 and 60: REVIEWJan Krmela *COMPUTATIONAL MOD
Page 61 and 62: REVIEWFor this reason tyres and whe
Page 63 and 64: REVIEWFig. 6 Computational model
Page 65 and 66: REVIEW- guarantee that the messages
Page 67 and 68: REVIEWIvana Olivkova *PASSENGER INF
Page 69 and 70: REVIEWLike the other information sy
Page 71 and 72: REVIEWFig. 1 Revolution of the poin
Page 73 and 74: REVIEWFig. 4 Transformation of the
Page 75 and 76: BOOK REVIEWKavicka, A., Klima, V.,

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