COMPUTER BASED COMPARISON OF TRAIN PERFORMANCE BEHAVIOUR ON A CERTAİN ROUTE

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1 2. Uluslar arası Raylı Sistemler Mühendisliği Sempozyumu (ISERSE 13), 9-11 Ekim 2013, Karabük, Türkiye COMPUTER BASED COMPARISON OF TRAIN PERFORMANCE BEHAVIOUR ON A CERTAİN ROUTE ġenol ERDOĞAN a, * Mustafa Okan ÖZGEN a a, * TCDD, Demiryolu AraĢtırma Teknoloji Merkezi ĠĢletme Müdürlüğü, Ankara, Türkiye senolerdogan@tcdd.gov.tr, okanozgen2002@yahoo.com Abstract Energy and time issues are very important special feature in human life that researchers, engineers and scientists try to decrease consumption of energy using of different kinds of materials or renewable energy sources and to save time with development of communication or transportation instruments. There are many ways to test and become usable energy consumption and time saving applications. Utilization of computer based programmes and simulations help to researchers in terms of availability, safety and applicability cases of the system. Railway and railway applications benefit from the advantages in the way of cost effectiveness and complex system analysis. Railway complexity has a significant effect on cost and system decompositions which can be solved with experimentation. In certain conditions, however, the system performance can be found with use of simulators that is reflection of technological development. Although use of computer based systems and programmes provide a high reliable and controllable systems, this is resulted with more complexity. The key objectives of this study are to understand and show effect of changing train control, limiting maximum speed and reducing train stops chosen certain train and specific route. The route is designated from Stratfort upon Avon to Birmingham Moor Street and the trains are selected Class14x and Class150 for comparison in terms of energy consumption and total journey time. According to the results mass reduction and limitation in maximum train speed lead to %36 and %18 less energy consumption respectively comparing with normal operation condition and have a minimal increasing total journey time. However changing driver style does not have a significant effect on energy consumption and total journey time. In addition, mass reduction and maximum speed limitation should be evaluated in terms of riding quality, seating capacity and timetable issues. Keywords: Train performance, Matlab comparison 1. Introduction Energy and time issues are very important special feature in human life that researchers, engineers and scientists try to decrease consumption of energy using of different kinds of materials or renewable energy sources and to save time with development of communication or transportation instruments. There are many ways to test and become usable energy consumption and time saving applications. Utilization of computer based programmes and simulations help to researchers in terms of availability, safety and applicability cases of the system. Railway and railway applications benefit from the advantages in the way of cost effectiveness and complex system analysis. Railway complexity has a significant effect on cost and system decompositions which can be solved with experimentation. In certain conditions, however, the system performance can be found with use of simulators that is reflection of technological development. In this paper, it has been studied train performance which is investigation of energy consumption and train total journey time using of train simulation programme that is written in MATLAB. The key objectives of this study are to understand and show effect of changing train control, limiting maximum speed and reducing train stops chosen certain train and specific route. The route is designated from Stratfort upon Avon to Birmingham Moor Street and the trains are selected Class14x and Class150 for comparing in terms of energy consumption and total journey time.

2 The layout of the papers is as follows. Section 2 describes methodology of modelling as route and rolling stock specifications. In section 3, there will be modelling application to investigate changing train control maximum speed limitations and decreasing train stop effects. Section 4 contains some results and discussion that includes overall findings and finally, in section 5, there will be some recommendation for conclusion part. 2. Modelling Methodology 2.1. Route Specification Stratford upon Avon-Birmingham Moor Street Station is chosen as a route that is important for local residents and passengers not only for commuters but also tourism market. Growth of Birmingham city centre, new housing development, tourism potential and A34 traffic congestion give another importance for this route (Cento Route Map, 2007). Figure 1. The route of Stratford upon Avon-Birmingham Moor Street (Web-1) 2.2. Rolling Stock Specification In this route, it has been chosen two options as vehicle that both of them have diesel multiple units for traction. On this route, electrification system of the railway line is not as much as strong comparing with other routes. Because of that reason conventional DMU is one of the multiple solutions. In future, hybrid systems will be alternative solution with developing technology. The schematic view of the conventional diesel multiple unit traction drive is showed in Figure 2.

3 Figure 2. Diesel multiple unit traction drive (Hillmansen S. et al., 2009) In the simulation, Class 14x and Class 150 were chosen for this rural route because of the electrification problems. The characteristics of the Class 14x train are given in Table 1. Table 1. The characteristics of the Class 14x Maximum speed 75 mph (120 km/h) Cummins LTA10-R 6 cylinder 10 litre 230hp at 2100rpm Engine(s) (Originally fitted with Leyland TL11 6 cylinder 11.1 litre 205hp at 1950rpm) Number of coaches 2 Capacity 121 Davis Parameters: C, B, 1.35 kn, kn/ms 1, kn/m2s 2 A Total mass 49.5 tonnes Rotation allowance 8% Maximum traction force 26.2 kn Maximum braking rate 0.49 ms 2 Dwell time 30 seconds Sourced from Hillmansen S. et al., 2009 Class 150 is the second rolling stock that will give an idea in terms of energy consumption and total journey time comparing with Class 14x train type. The characteristics of the Class 150 train are given Max Speed 75 mph Traction Type or Power One Cummins NT855R5 of 213kW Supply Type 2100 rpm Formation 2-Car Units (ATW x 72), (FGW x 34), (Northern x 22) Capacity 124 seats per trainset Davis parameters: C,B,A 2.09 kn, kn/ms 1, kn/m2s 2 Total mass 76.4 tonnes Rotation allowance 8% Maximum traction force 40.5 kn Sourced from Hillmansen S. et al., 2009 Maximum braking rate Dwell time in ms 2 30 seconds

4 Table 2. The characteristics of the Class 150 Max Speed 75 mph Traction Type or Power One Cummins NT855R5 of 213kW Supply Type 2100 rpm Formation 2-Car Units (ATW x 72), (FGW x 34), (Northern x 22) Capacity 124 seats per trainset Davis parameters: C,B,A 2.09 kn, kn/ms 1, kn/m2s 2 Total mass 76.4 tonnes Rotation allowance 8% Maximum traction force 40.5 kn Sourced from Hillmansen S. et al., 2009 Maximum braking rate Dwell time 0.49 ms 2 30 seconds Figure 3 and Figure 4 shows the typical view of the diesel multiple unit trains. Figure 3. A view of Class 14x type of train (Web-2) 2.3. Base Line Application Figure 4. A view of Class 150 type of train (Web-3) To run train simulation programme some changes should be applied input conditions and parameters. It can be changed four different parameters that are gradient profile, velocity profile, position of the stations and vehicle or driver characteristics which are divide three parts; traction performance, driving style and braking performance. In this part, all parameters will be same that having said before as train and route characteristics. In the following part, it will be investigated effects of train controlling, maximum speed limitation and trains stops that show the energy consumption and total journey time. Table 3 shows the base line energy consumption and total journey time for both types of the train.

5 Table 3. Comparison of energy consumption and total journey time Class 150 Class 14x Energy Consumption 64,5187 kw/h 41,3359 kw/h Journey Time 22,43 Minutes 22,53 Minutes 3. Modelling Application 3.1. Changing Train Control First investigated model is changing train control system which has significant importance for velocity and acceleration of the train therefore energy consumption of the vehicle is affected directly using style of the train. There are three options in simulator that one of them is fast as possible which is based modelling situation and applied maximum power for traction moment. The second of them is proportional which is examined modelling that power is implemented as proportionally the way that automatically and the last option is proportional and notched which was not investigated in this study. According to result of the solution; Figure 5. Velocity and acceleration graphics of the Class14x Figure 6. Velocity and acceleration graphics of the Class150

6 As is seen from the graphs (Figure 5 and Figure 6), proportional control system has smoother aslope passing than fast as possible choice Limiting the Maximum Speed The second examined model is limiting the maximum speed at 56 km/h and after that analysed the traction-braking power and its influence on the energy consumption and journey time comparing with base line. Figure 7 and Figure 8 show the graphics of the simulation for both of the trains. Figure 7. Traction and Braking Power graphics of the Class Reducing Stops of Train Figure 8. Traction and Braking Power graphics of the Class14x The final analysed model is reducing the train stop which means decreasing station number from 8 to 5 effects on total journey time. Reducing station number can be evaluated in terms of capacity of the trains and whether profitable or not. Figure 9 (a-5 stops, b-8 stops) and Figure 10 (a-5 stops, b-8 stops) show the velocity profiles of the train after station decreasing comparing with the base line situation.

7 Figure 9. Velocity profiles of the Class14x 4. Result and Discussion Figure 10. Velocity profiles of the Class150 As stated previously, it has been investigated three different types modelling which are driver style of the train, speed limitation and reduction in train stops contrast with base unit specifications and it has been use two kinds of train type for commuter route in terms of energy consumption and total journey time. According to the investigation result, as is seen from

8 Table 4 and Table 5, decreasing maximum speed of the train from 75 mph to 35 mph is resulted with 18% energy consumption however has an influence on total journey time as 0.93 and 0.87 minutes for Class 150 and Class 14x respectively.

9 Table 4. Energy consumption and journey time for Class 150 Distinction Class 150 Type Value Unit with Base line Base Line Energy 64,5187 kw/h Time 22,43 minutes Train Control Energy 64,0533 kw/h -0,4654 Time 22,50 minutes 0,07 Max Speed 56 km/h Energy 54,615 kw/h -9,9037 Time 23,37 minutes 0,93 Express - removed 3 stations Energy 58,9775 kw/h -5,5412 Time 18,90 minutes -3,53 Express - removed 1 station Energy 62,3523 kw/h 2,1664 Time 21,13 minutes -1,30 Table 5. Energy consumption and journey time for Class 14x Distinction Class 14x Type Value Unit with Base line Base Line Energy 41,3359 kw/h Time 22,53 minutes Train Control Energy 40,8555 kw/h -0,4804 Time 22,68 minutes 0,15 Max Speed 56 km/h Energy 35,3279 kw/h -6,008 Time 23,40 minutes 0,87 Express - removed 3 stations Energy 37,8453 kw/h -3,4906 Time 18,98 minutes -3,55 Express - removed 1 station Energy 40,0524 kw/h 1,2835 Time 21,23 minutes -1,30 Changing driver behaviour or style did not have significant impact and difference for this route. Removing three stations has 5.5 kw/h decreasing energy consumption and 3.53 minutes decreasing journey time for Class 150 and nearly same values have been found for Class 14x. If these energy consumption and journey time values are demonstrated as a bar chart for both trains comparatively it has been taken in to consideration mass of the vehicles. In conjunction with total journey time has same values for both of the train energy consumption of the Class 150 is about two folders higher than Class 14. Table 6 and Table 7 point out the comparison of energy consumption and journey time between the trains. Table 6. Comparison of energy consumption (kw/h) for both trains

10 Table 7. Comparison of journey time (minutes) for both trains 5. Conclusions In consideration of all information, investigations and values it can be made inferences as below; 36% reduction in mass equals 36% energy consumption Limiting the maximum speed at 56 km/h is resulted with 18% energy saving but added around 1 minutes total journey time There is not any significant difference for changing driver control modelling for this route in terms of energy consumption and total journey time Reducing three stations produced 10% reduction in energy consumption and shortened to journey time by 4 minutes Reducing one station produced 3% reduction in energy and shortened to journey time by 1.5 minutes Overall, maximizing energy usage is highly correlated with reduction in weight of rolling stock and limiting the maximum speed of the train for this route and train capacity issues. In that point it should be taken into consideration two figures that one of them is riding quality because of the using less suspension equipments for weight reduction and the second figure is decreasing in maximum running speed may cause operational or timetabling issues whereas two types of the train have same seating capacity. References [1] Hillmansen S., Roberts C., McGordon A. and Jennings P. (2009), Draft Final Report: DMU Hybrid Concept Evaluation - Follow on Work DfTRG/0078/2007, Birmingham, Birmingham Research and Development Limited [2] Web-1: West Midlands Integrated Transport Authority (Accessed 20 November 2010) [3] Web-2: British Rail for Class 142 (Accessed 18 November 2010) [4] Web-3: Wales Coast Railways (Accessed 27 November 2010) [5] Web-4: Leasing Company (Accessed 27 November 2010) [6] Web-5: 27 November 2010)

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