12/26/2017 Metro Train Simulation
Metro Train Simulation
Technical Terms
Technical Terms
[Link] & Pay Weight of Train
[Link] Resistance
[Link] and Curve Resistance
[Link] Mass
[Link]
[Link] E ort
[Link] Braking E ort
[Link] Acceleration and Residual Acceleration of Train
[Link] Speed of Train
[Link] Brake & Emergency Brake
[Link] c Energy Consumption and % Regeneration
[Link] operation modes
Tare & Pay Weight of Train :
Tare weight of train is the weight of an empty train (without passengers).
The weight of passengers, baggage or goods conveyed by a train is called Pay or Net weight.
Total weight of train = Pay or Net weight of train + Tare weight of train
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Train Resistance :
Train resistance is the force resisting the motion of train on track. When the tractive force developed by train is
greater than the train resistance, then the train will start to accelerate. Speci c resistance is equivalent to the train
resistance per tonne i.e. train resistance / weight of train. On straight & level track, train resistance consist of
following resistances :
1. Friction Resistance
2. Rolling Resistance
3. Air Resistance
Starting resistance, appears at the time of starting, is to overcome the non-elastic e ects of track & wheel surface,
inertia and bearing friction. Starting Resistance depend upon the type of bearings, weight per axle & temperature
of the bearing and drops rapidly as the train speed increases. Generally, Starting Resistance are taken as 4 and 6
kg/tonne.
Running resistance of a train can be calculated by using empirical expression TR= A+B*V+C*V2 Kg/ton, where 'A', 'B'
& 'C' are constants, V is speed in Kmph and TR is speci c train resistance in Kg/ton.
Constant 'A' mainly depend upon the weight of train and independent of speed. Constant 'B' mainly depend upon
the sliding friction between the ange of the wheel & the inner face of the rail. Constant 'C' depend upon the
cross-section area of train, space in-between coaches, equipment under the coaches, air resistance of the sides,
draft and turbulence created by the train etc. Contribution of term "C*V2" is more visible with speed going more
than 70 kmph
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Gradient and Curve Resistance :
When the train travels upward, a component of its gravitational force works in a direction opposite to its motion
and vice versa. Gradient Resistance is the force required to overcome train movement due to component of
gravitational force acting on the train. If train is moving upward at a slope of θ, then the mass of the train (W) has
two components; one perpendicular to the track (i.e. W*g*Cos θ) & the other along the track (i.e. W*g*Sin θ). The
component along the track is known as gradient resistance.
Gradient Resistance = W*g*Sin θ Kilo Newton;
For a up gradient of 1 in 'G', value of Sin θ is equal to 1/(1+G2)1/2. For higher value of 'G', value of Sin θ may be
considered equal to 1/'G'. Hence, Gradient Resistance = W*g/G Kilo Newton
An up grade produces a resistive force (+ve value) while a down grade produces an accelerating force (-ve value).
Value of gradient resistance is independent of train speed.
When a train goes around a curve, a centrifugal force push the train outward which increase the sliding friction
resistance between outer wheel ange & the inner face of the outer rail. In addition to this, the outer wheel
rotates faster than the inner wheel causing transverse slip thus adding to sliding friction. To overcome curve
resistance, outer rail is gradually lifted above the level of the inner rail and di erence in height between the inner
and outer rail on a curve is called superelevation or cant. The necessary cant in a curve depends on the expected
speed of the trains and the radius. If a train goes around a curve at speed such that the component of centrifugal
force in the lateral direction is equal to the component of gravitational force in the opposite direction there is very
little curve resistance. This speed is called balancing speed of the curve. if train speed is either higher or lower
from curve balancing speed, the curve resistance increases due to the unbalance in forces which tends to pull the
vehicle sideways. Generally, curve resistance in Kg/ton is given by :
Curve Resistance = 0.4 * Degree of curvature Kg/ton;
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Curve Resistance = 0.4 * Degree of curvature * g * weight of train Kilo Newton;
Degree of curvature = 1750 / Radius of curvature in meters;
Total train resistance = Train resistance + Gradient resistance + Curve Resistance
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Rotating mass :
Rotating mass of train is equivalent to the rotational Inertia of the train, transformed by gear ratio and wheel
diameter respectively. The equivalent non-rotating mass of train may be de ned as a function of its true static
mass and its rotational inertia. It is based on the principle that the total energy stored in the object is a
combination of its translational kinetic energy and its rotational kinetic energy and mentioned below:
Equivalent non-rotating mass of train = Static mass of train + Rotational inertia of train * (Gear ratio / wheel
radius)2 ;
Note:
Rotational inertia of traction motor rotor will be transformed by gear ratio & wheel diameter, however rotational
inertia of wheels will be transformed by wheel diameter only.
Above relationship is independent of the vehicle speed, so the consideration is valid at any velocity, and is
independent of vehicle power. Generally, rotating mass of a metro train is considered 6 to 8 % of the tare mass of
train.
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Adhesion :
Adhesion is caused by friction. Available adhesion between the driving wheels and the track depends on the
weight per wheel, irregularities of contact surfaces, environmental conditions etc. and determine the force that
can be applied before the wheels begin to slip or slide during traction or braking respectively. Adhesion value
between rail wheel and track is observed between 35% to 50%, whilst under extreme conditions (i.e. slippery
condition ) it can fall to as low as 5%. Generally, useable adhesion limit is kept below the maximum available
adhesion limit and its general range is 12 to 22 % for metro trains. Hence, tractive e ort per motor axle can be
increased by increasing the motor torque but only upto a certain point, which design adhesion limit allows.
% Adhesion = Max. TE (Tractive E ort) or BE (Braking E ort) of motor coach in tonne * 100 / Weight of motor
coach in tonne ;
% Adhesion = Max. TE (Tractive E ort) or BE (Braking E ort) per axle in tonne * 100 / Maximum axle load in tonne ;
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Tractive E ort :
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Tractive e ort of the train is equivalent to the force developed by the traction units at the wheel rims for moving
the train. Tractive e ort is generally higher than tractive force by the amount of rolling resistance present. Tractive
e ort develops necessary linear and angular acceleration to the train mass, overcome the gravity component of
the weight of the train, overcome the wind, frictional and curve resistance of the train.
Tractive e ort vs Speed graph may be classi ed as follow :
1. Constant Tractive E ort / Maximum Tractive E ort Zone
2. Quadrant portion of TE (Tractive E ort) vs Speed graph; wherein, generally TE (Tractive E ort) is inversely
proportional of the speed
3. Quadrant portion of TE (Tractive E ort) vs Speed graph; wherein, generally TE (Tractive E ort) is Inverse
Quadratic of the speed
Starting tractive e ort is the tractive e ort that can be generated at a standstill. It is important on railways
because it determines the maximum train weight that a locomotive can set into motion. Tractive e ort equivalent
to constant power varies inversely with the speed. In this zone, relationship between power (P), velocity (v) and
tractive e ort (F) is described as below:
Power (kW) = Speed (m/s) * Tractive e ort (kN)
Energy = Power * Time
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Regenerative Braking E ort :
Similar to tractive e ort graph, regenerative braking e ort graph may be classi ed as follow :
1. Constant Regenerative Braking E ort Zone
2. Quadrant portion of Reg. BE (Regenerative Braking E ort) vs Speed graph; wherein, generally Reg. BE
(Regenerative Braking E ort) is inversely proportional of the speed
3. Quadrant portion of Reg. BE (Regenerative Braking E ort) vs Speed graph; wherein, generally Reg. BE
(Regenerative Braking E ort) is Inverse Quadratic of the speed
Regenerative braking e ort is sub-set of total braking e ort graph (Regenerative Braking E ort graph +
Pneumatic Braking E ort graph)
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Starting Acceleration & Residual Acceleration of Train :
Newton’s second law is applied to calculate the acceleration of the train.
Train acceleration at given speed = (Tractive e ort of train - Train resistance) / E ective mass of train including
rotating mass,
Starting resistance of the train should also be included in train resistance for calculation of starting acceleration of
the train.
The residual acceleration of train is equivalent to the value of acceleration at maximum service speed. Trains which
have low value of the residual acceleration cover longer distance to achieve the maximum service speed.
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Balancing Speed of Train :
Balancing speed of train corresponds to the speed at which tractive e ort of the train is equal to train resistance.
At this speed, acceleration of train is supposed to zero. Balancing speed of metro train should be higher than its
service speed / test speed. Higher value of the residual acceleration leads to higher value of the balancing speed as
compared to maximum service speed of the train.
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Service Brake & Emergency Brake :
Service brake is used to apply and release of the brakes in a controlled way during normal operations of train.
Generally, service brake deceleration of train is kept lower than the emergency brake deceleration of train.
Emergency brake is used for emergency stop of the train in the event of a brake pipe failure, control electronics
failure or an emergency application by the train operator as a last resort. A completely separate mechanism from
the service braking system is used to stop the train as quickly as possible. The emergency brake applies
considerably more braking force than the full-service brake.
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Speci c Energy Consumption and % Regeneration :
SEC of the train is the energy consumed (in KWh from the supply system) per ton mass per km length of the run.
SEC = (Energy consumed from the supply system during traction - Reg. energy fed to the supply system during
braking) / (Weight of train * travelled distance),
The speci c energy consumption of a train is in uenced by
1. Distance between stations
2. Gross weight of the train
3. No. of speed restrictions in sections
4. Acceleration & Deceleration
5. Maximum service speed
6. Auxiliary load of train
7. Shape of regenerated braking e ort vs speed graph
8. E ciency of propulsion equipment
Generally, percentage regeneration of a train for a given driving cycle is the ratio of regenerated electrical energy
to consumed electrical energy measured at pantograph in presence of speci ed auxiliary load.
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Train operation modes :
Train operation modes may be classi ed as follow :
1. Full Traction mode : In this mode, master controller is kept in full traction position.
2. Driving in Allout mode : means full traction upto maximum service speed, operation at that speed followed by
full service brake.
3. Cruising mode : In this mode, train is operated with constant speed and develop tractive e ort equal to train
resistance, hence value of acceleration is zero.
4. Coasting Mode : In this mode, no electric energy is supplied to traction motors and energy required to overcome
train resistance is supplied from its kinetic energy, which result gradual reduction in train speed.
5. Full service brake : In this mode, master controller is kept in full service brake position.
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