Light rail systems without wires?

Author(s):  
J.D. Swanson
Keyword(s):  
Author(s):  
Bih-Yuan Ku ◽  
Ching-Hsiang Chang

The variations in the operation timetable or schedule of an electrified transit rail system can lead to substantial fluctuations in power demands of its traction power network. This paper studies the correlation between the maximum power demands and timetable perturbations for electrified transit rail systems. Specifically, the operation schedule uncertainties are quantified as two parameters: headway shift and headway perturbation. A computation algorithm is introduced to illustrate how to use these two parameters to obtain the worst case scenario to obtain maximum power demand of traction power substations. Also a special type of catenary-free light rail system is used as an example to illustrate the algorithm and numerical results.


2018 ◽  
Vol 4 (4) ◽  
pp. 211-222
Author(s):  
Francisco Calvo-Poyo ◽  
Ramón Ferri-García ◽  
Alberto Hermoso ◽  
Juan de Oña

Energies ◽  
2019 ◽  
Vol 12 (4) ◽  
pp. 746 ◽  
Author(s):  
Chengtao Wang ◽  
Wei Li ◽  
Yuqiao Wang ◽  
Shaoyi Xu ◽  
Kunpeng Li

Electrochemical corrosion caused by stray currents reduces the lifespan of buried gas pipelines and the safety of light rail systems. Determining the scope of stray current corrosion will help prevent the corrosion of existing buried pipelines and provide an effective reference for new pipeline siting. In response to this problem, in this paper the surface potential gradient was used to evaluate the scope of stray current corrosion. First, an analytical model for the scope of the stray current corrosion combined with distributed parameters and the electric field generated by a point current source was put forward. Second, exemplary calculations were conducted based on the proposed model. Sensitivity of the potential gradient was analyzed with an example of the transition resistance, and the dynamic distribution of surface potential gradient under different locomotive operation modes was also analyzed in time-domain. Finally, the scope was evaluated at four different intervals with the parameters from the field test to judge whether the protective measures need to be taken in areas with buried pipelines and light rail systems nearby or not.


Author(s):  
David F. Thurston

The main objective in optimizing train control is to eliminate the waste associated with the use of “worst case” assumptions to calculate Safe Braking Distances (SBD). Worst case takes the most conservative approach to the determination of train stopping distance in order to provide adequate stopping distance under virtually all conditions. This leads to stopping distances that could be far more than actually required under the circumstances at the time the train is attempting to brake. Several factors are considered in SBD; however one variable that influences a great portion of this distance is adhesion. This paper investigates adhesion to illustrate this influence on SBD and uses empirical data from Light Rail Systems with various test conditions. The interaction of the train control and other vehicle borne systems with SBD calculation will also be investigated including slip/slide control and brake assurance.


Sign in / Sign up

Export Citation Format

Share Document