Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
Basic performances of new electric multiple
train for urban and suburban traffic in
Yugoslavia
D. Milutinovic & A. Radosavljevic
Mechanical Engineering Department, Traffic Institute CIP, Nemanjina 6,
11000 Belgrade, Yugoslavia
EMail: [email protected]
Abstract
Belgrade Railway Enterprise decided to buy twenty electric multiple trains
(EMU), with option for another approximately eighty, with purpose to improve
the transportation in urban and suburban areas in Yugoslavia. On the basis of
complex analysis requirements in the paper are defined basic performances of
new EMU for urban and suburban railway traffic. Choice of basic performances
is made on the base of corresponding traffic studies and complex compare
analysis of Wge number (about twenty) of modern electric trains of various
companies from Europe. Especially, we analyze performances of acceleration
and maximum speed of new electric trains and their influence upon running
times on chosen characteristics parts of lines in Yugoslavia. On the basis of
chosen basic performances we establish primary technical and operation
requirements of new EMU for Yugoslav Rails Network. We pay special
attention to influence of EMU
on surroundings and protection of the
environment.
1 Introduction
A decision was made in the Public Railway Transport Enterprise
"Belgrade" to purchase twenty, with option for another approximately
eighty, electric multiple trains (EMU) for city and suburban transport and
Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
216
Urban Transport and the Environment for the 21st Century
railway links to nearby towns and suburbs. The selection is to be guided
by the general design specification dealing with:
• passenger city and suburban transport on the existing lines, as well as
on future high-speed lines;
• EMU set shall be of lightweight and reliable construction verified
through both prototype and running tests;
• EMU
set shall be designed to enable technology transfer and
manufacture locally.
To establish purpose as to execute estimate of necessary number of
new EMUs it was made detailed traffic research Mandic [1], with analysis
of urban and suburban service for 11 the largest towns in Yugoslavia. In
this study we have detailed analysis of traffic flows today and in 1991.
Train routes are calculated on the base of today and forecasting passenger
flows and it was made compare of running time between electric multiple
train and bus keeping in mind characteristics of new transportation
organization. The necessary number of new EMUs is established on the
base of basic time-tables for each trip route and their maximum usage. As
a result of these analysis we arrived at a conclusion that can be excused to
set two urban lines in the city Belgrade (in the future when it will be
finished works on Belgrade Railway Junction just two more lines) and in
the city Nis one line. Besides these urban lines it is excused to organize
suburban lines around of all 11 towns.
EMU
set is intended to run on 1435 mm standard-gauge track,
electrified with 25 kV ac 50 Hz single-phase system, at 26 %o maximum
gradient and curves of 250 m minimum radius.
The core of the set shall be formed of two motor coaches with a trailer
in-between, i.e. a three-part set or an M-T-M configuration. The motor
coaches and the trailer may be linked by a common running bogie (type
JACOBS). Train running shall be controlled from a cab in the front-end
motor coach. An easy coupling of several train sets (maximum 3 core
units) shall be possible, so that a train could satisfy different operational
and commercial requirements.
For energy saving reasons, dead weight of the train shall be as small as
possible provided that the technical and economic requirements are met
(maximum axle load 16 t).
2 Analysis characteristics of modern EMUs
For successful defining technical requirements of new domestic EMU it
was necessary to perceive and study modern European EMUs, Table 1.
Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
Table 1. Basic characteristics of EMUs
465/2
J[ BR 426
466
ET 474
British Rail
German British Rail
Cit\
Hamburg Network
Railways Network
(DB)"
SouthEast
SouthEast
GEC
Adtranz
GECGECDWA
Alsthom
Siemens
.ABB
Alsthom
Alsthom
LHB
15kV
750V dc 1200Vdc 750V dc
16^/3Hz
M+M
M+Tc
M+T+M M+T+T+M
fninil
1435
1435
1435
1435
[km/hi
160
120
120
100
weight
60,9/77
71/101 108,8/147,4 142/202
m
1175
fkWl
1073
537
960
100
168
208
348
V
212
514
41,6
36,49
66
80
[ml
10,15/12,83 8,87/12,62 9,07/12.28 8,87/12,62
m
ft/ml
1,67/2,11 1,71/2,43 1,65/2.23 1,77/2,52
[kW/ml
312
12,91
14,55
13,41
fkW/tl 19,2915,26 7,56/5,32 8,82/6,51 7,56/5,31
3,2
[kW/pass.] 11,75
4,62
3,08
r capacity
5,54
[kW/pass.l
1,87
y-to-number of axles [pass. /axle] 3133
42,83
#
[pass./tl
1,64/1,3 2,37/1,66 1,91/1,41 2,45/1,72
V-to-train weight
fpass./tl 3,48/2,75
4,72/3,49
th
[pass. /ml
2,74
4,04
4,35
3,15
V-to-total length
[pass. /m]
5,81
7,78
ailer with cab)
465/3 |BR 424/425 1 LIIB
British Rail German
City
Network
Railways Copenhag
SouthEast
(DB)"
GEC
Adtranz
GEC.Alsthom
DWA
Siemens
LHB
Alsthom
Siemens
15kV
750V dc
1650V d
25kV50Hz 16%Hz
8M
M+T+T+M M+T+T+M
1435
1435
1435
160
120
160
149/210 108/140,55
125/195
1256
1720
2350
248
206
340
700
434
83,78
80
67,5
9,31/13,12 10,8/14,05 12,5/19,!
1,86/2,62
1,6/2,08
1,49/2,32
20,53
15,7
34,81
8,43/5,98 21,76 16,72 13,76/8,8
11,41
5,06
5.06
2,46
5,41
70
43,4
1,664,18 1,91/1,47 2,72/ 1,7^
5,6/3,59
4,02/3,09
4,06
3,1
3,05
8,35
6,43
Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
4
'S
Ic
M
4,9
06
1
8
2
1
Table 1. Basic characteristics of EMUs (extension)
412/416
S447
BDV
BR481
X10
7M
EMU 500
ET 420
Yugoslav
Hungarian
City
Spanish
Swedish
South .African German
Taiwan
Railways (JZ)
State
National Railways (SJ)
Railways
Berfin
Railways (SA) Railways
Railways
Administration Railways
(DB)'
(MAV)
(RENFE)
(TRA)
AEG
RVZ-Riga
Siemens
Ganz-Hunslet
DWA
ABB
Siemens
Siemens
BBC
Siemens
750V dc
25kV 50Hz
25kV 50Hz
15kV
3000V dc
3000V dc 15kV16"/jHz 25kV60Hz
16^Hz
M+T+T+Tc M+y 1/4 of tram M+T+T+M
M+Tc
M+T+M
Tc+M+M+Tc M+M+M
M+T+T+M
1435
1435
1435
1067
1435
1065
1668
1435
120
100
120
140
120
110
120
100
157/210
187'"^'"
59/88.1
217,2/258
101/123,5
165/208,2
156,3/257,9 138/181,1
1520
600
1360
1140
2400
1600
2400
2320
94
302
240
238
184
356
236
194
388
598
300
759
720
575
1494
102,16
36,8
76
103.8
49,868
91,04
78,2
67,4
7,38/11,01 13,57/16,12
11,69
13,08/17,5 12,62/15,44
9,77/16,12 11,5/15,09
10,31/13,01
2,13/2,53
2,03/2,48
1,8
1,6/2,39
2,07/2,76
2,11/2,66
2,05/2,69
1,72/2,83
14,64
16,3
13,31
31,58
22,86
20,46
35,61
25,48
6,26/5,27
8,13
10,17/6,81
15,29/11,43 11,29/9,23
9.7/7,68
14,84/9,0 17,39/13,25
6,38
4,5
6,2
4,27
10,08
6,66
9,83
12,37
1,55
2,27
3,16
3,8
2,22
4,17
1,55
48,5
37,375
375
45
63,25
93,375
47,92
1,82/1,49
1,39/1,17
1,59/1,07
1,52/1,13
1,9
1,41/1,07
1,45/1,15
1,51/0,92
6,58/4,4
2,75/2,31
2,97/2,43
4,833,61
9,56/5,79
4,36/3,46
4,17/3,18
3,69
2,55
2,96
3,43
3,07
3,13
2,88
2,59
5,85
10,54
9,99
6,02
8,53
9,21
16,41
Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
Urban Transport and the Environment for the 21st Century
219
In same table we gave basic characteristics of sole existing EMU on
Yugoslav Railways class 412/416, as presented in Radosavljevic [2].
For comparative analysis we choose most important characteristics:
continuous power, train weight and length, total passenger capacity and
number of axles. On the base of these characteristics we estimate specific
ratios like in second part of table 1, rows 13 to 23.
Naturally, on the occasion of we must take care of all specific ratios
and adopt combination with best solutions for our purpose.
3 Performances of electric multiple train and
their influence on running times
3.1 Analysis of the influence of equivalent acceleration and maximum
speed on running times
Simplified calculations based on the equivalent accelerations were used for
the analysis of the influence of equivalent acceleration and maximum
speed on running times as presented in Milutinovic [3].
When the acceleration characteristic based on the traction
characteristic is not a linear hyperbola for speeds higher than break speed,
the equivalent acceleration can't be calculated using a relatively simple
analytic expression, Gladigau [4]. For this reason, the equivalent
acceleration is calculated using a specially developed method which
includes first a calculation of the acceleration time and acceleration way
based on the existing acceleration characteristic (based on the traction
characteristic and the known train resistance) and then, based on the
previous one, a calculation of the equivalent acceleration which satisfies
the conditions of equality between the total acceleration time and the
covered distance of the real tram and the train accelerating with the
constant equivalent acceleration.
For the running times calculation a relatively simple expression was
used which takes the equivalent acceleration and deceleration as an input:
r = 0,06 —+
C*
-L-K
•(# + !)• "^\
432 - ^
/ a,,^
(i)
^
where: T[mm] is the running time, S[m] is the length of section, V^
[km/h] is train maximum speed, N is the number of stations, a^ [m/s~] is
equivalent acceleration, h^ [m/s^] is equivalent deceleration.
The calculations were made for the selected specific section with 7
stations on the future track for high speed trains. For the same section we
presumed a greater number of stations than the real one and repeated the
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220
Urban Transport and the Environment for the 21st Century
calculations for this changed section which satisfies the urban-suburban
conditions.
The running times calculation results based on the equivalent
accelerations for three maximum speed values are shown in Fig. 1. From
these results you can see that on the real section with 7 stations (curve A)
the influence of the maximum
speed on running times is
significantly higher than the
influence of the equivalent
acceleration. The running
times
calculation results
KL
r
1
^—4^:
shown
on
curve B are related
40
'I »-7,H—-—4
.I
_^_—
to the same section but with
30
26 presumed stations. These
0.3 0.5 0.7 0.9 1.1
1.3
results show that for this case
Equivalent acceleration [m/s^]
of train movement the
equivalent acceleration has a
Figure 1. Dependence of the running times significantly higher influence
on the equivalent acceleration and maximum on running times than the
speed on the selected section with 7 stations
maximum speed. Previous
(curve A) and 26 stations (curve B)
results confirm the fact that
for the section with short distances between stations the equivalent
acceleration and deceleration have significant influence on running times,
and for the section with long distances between stations it is the maximum
speed which has significant influence on running times. However, the
calculation produced the corresponding number values which can serve as
a basis for characteristics selection during the definition of the technical
requirements in the design phase for the new EMU.
3.2 The influence of the traction characteristic shape on the
acceleration performances and running times of the EMU
Modern EMUs usually have asynchronous traction systems which, using
the corresponding regulation (GTO
thyristors or IGBT transistors),
produce the traction characteristics which in the widest range of the speed
change have a linear hyperbolic shape and, therefore, a high efficiency of
the traction motors installed power. Typical acceleration characteristic
(acceleration change depending on speed) shape based on the traction
characteristic and the corresponding train resistance is shown in Fig. 2. In
this figure you can see four characteristics with different starting
accelerations given in order to analyze the influence of the starting
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Urban Transport and the Environment for the 21st Century
221
acceleration on the acceleration performances and running times.
From the acceleration
characteristics in Fig. 2 you
2
_ _ _ 3i - 1 ,3 m/s
can see three areas of
1 2ai-1,2m^
\
acceleration
change
de1n
'
--*-—
pending
on
speed:
the
first
08 \
area where the acceleration
06 s,
!
^
is relatively constant, the
n4
^*v I
Ss.
second where the acce0 2leration changes according to
VA
y>
n nthe
linear hyperbola and
20 40 60 80 100 120
third where the acceleration
Speed [km/h]
significant decrease with the
Figure 2. Electric multiple train acceleration speed
increase
primary
characteristics with different starting
because of the significant
accelerations
traction force decrease but
also because of the higher train resistance increase (in this case the
influence of the aerodynamics on the total resistance becomes dominant).
The influence of the traction characteristic shape, that is, of the
acceleration characteristic on the acceleration performances and running
times was analyzed concerning the changes in the three previously
mentioned areas, Milutinovic [5]. In this way we analyzed the influence of:
the maximum traction force, that is, the starting acceleration a/, the break
speed Vb and the power decrease percentage when the speeds are close to
the maximum tram speed. As acceleration performances we calculated the
acceleration time ta and way Sa to the maximum speed and the equivalent
acceleration a^. The running times were calculated using the simplified
eqn (1) for the selected specific section (53.133 m) with 15 stations. The
influence of the maximum traction force, that is, of the starting
acceleration
on
the
acceleration
performances
Table 2. Performances for different
starting accelerations
and running times of the
1,03
EMU was analyzed for four
1,20
1,30
ai [m/s*] 0,90
65,5
different traction chara63,8
62,4
61,7
Us]
1408
1398
1389
Sa [m]
cteristic shapes (in Fig. 2 you
1386
aeq fin/s^l 0,7157 0,7608 0,8061 0,8285
can see the corresponding
37,2
36,9
T [mm]
36,5
36,4
acceleration characteristics)
which have different values
for the maximum traction force, that is, for the starting acceleration. All
the calculation results related to the influence of the starting acceleration
are shown in Table 2. From the results shown in Table 2 you can see that
Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
222
Urban Transport and the Environment for the 21st Century
there is a very little difference in acceleration times and ways to the
maximum speed, equivalent accelerations and running times. Therefore,
we can say that the selection of the higher starting acceleration for the
same maximum power should not be the main concern in the design phase
of the EMU traction system.
Unlike the previous case of analyzing the influence of the starting
acceleration which had a constant maximum traction system power, in the
case of analyzing the influence of the break speed change on the
acceleration performances and running times we changed the break speed
and, therefore, the maximum power. The break speed change and keeping
the same maximum power also changes the starting acceleration on the
acceleration characteristic which means going back to the analyzed first
case of the influence of the starting acceleration.
You can see this in Fig. 3
i— •
which shows the selected
c^r 10 v-\
acceleration characteristics
(/)
for the analysis of the
E 0 8 - -hA! \\\
t/X.
KX
•s.
\,
influence of the break speed
o 06
._ <^
"ro
value
on the acceleration
<D O A
300 km&t
^>x\
<Do
36,5 km/h
••- .** -rxperformances
and running
^ 0.2 ... 42,3 km/h
\
^
•^f
times.
In
Table
3 you can
50,0
kmAi
no see
the
calculated
acce20 40 60 80 100 120
leration
performances
and
Speed [km/h]
running times values for the
acceleration characteristics
Figure 3. EMU acceleration characteristics
with different break speeds
with different break speeds
shown in Fig. 3.
From the results shown in Table 3 you can see that there is
significantly bigger difference in acceleration times and ways and
equivalent accelerations than in the previous case. However, the difference
in running times is 2,3 minutes for the traction characteristics with break
speeds of 30 km/h and 50
Table 3. Performances for different break
km/h which is a relatively
speed
low value but still significant
30
36,5
42,3
Vb [km/h]
50
for
making
the
train
94,1
74,6
63,8
54,5
tafsl
2186
1676
timetable.
1153
1398
Sa [m]
Oeq [ITI/S^] 0,5848 0,6855 0,7608 0,8387
For the analysis of the
38,6 ^37,5
T [min[
36,9
36,3
influence
of the
EMU
traction characteristic shape
change, that is, of the acceleration characteristic change in the range of
speeds close to the maximum one (area from Vk to V^x in Fig. 2) we also
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Urban Transport and the Environment for the 21st Century
223
made a calculation of the acceleration times and ways, equivalent
accelerations
to
the
maximum speed and running
1n
times on the selected section
\
i
0 8for EMU with four different
acceleration characteristics
^ j
. \.
06
QO/*
show/n in Fig. 4. For analysis
04
26,2%
^
^
purposes
we set the chara40%
0.2
^^r
cteristics
with power de50%
nn^
^
crease on the maximum
0
20 40 60 80 100 120
speed AP in relation to the
Speed [km/h]
maximum power of 26,2, 40
and 50% and with presumed
Figure 4. Acceleration characteristics with
traction
characteristic
different power decrease for the
without power decrease for
maximum speed
the maximum speed (traction
force change according to the linear hyperbola to the maximum speed).
The calculation results of the influence of the power decrease for the
maximum speed on the acceleration performances and running times are
shown in Table 4.
The
equivalent
acceTable 4. Performances for different
lerations
and
running
times
power decrease for the maximum speed
calculation results shown in
0
26,2
AP[%]
40
50
Table 4 show insignificant
57,3
63,8
70,9
80,9
tafs]
influence of the power de1198
1398
1614
1921
Sa [m]
crease
for speeds close to the
aeq [m/s^l 0,7792 0,7608 0,7426 0,7176
maximum
one on the acce36,7
36,9
T [min]
37,0
37,2
leration performances and
running times. We obtained really low values and, therefore, we can say
that from the point of the acceleration performances you should not insist
on the traction system with the traction force change according to the
linear hyperbola to the exact maximum speed in the EMU design phase.
4 Technical and operation requirements of new
EMU
for urban and suburban traffic
Previously analysis are base for defining basic technical and operation
requirements for urban and suburban traffic in Yugoslavia. Future
specification should emphasize next characteristics of new EMU:
• maximum speed 120 km/h,
• running time needed for acceleration to maximum speed -90 s,
Transactions on the Built Environment vol 41, © 1999 WIT Press, www.witpress.com, ISSN 1743-3509
224
•
•
•
•
Urban Transport and the Environment for the 21st Century
starting acceleration ~ 1 m/s\
break speed -40 km/h,
maximum percent of power decrease for the maximum speed 50 %,
power-to-train crush weight ratio 10 kW/t,
power-to-total tram length ratio 20 kW/m,
power-to-total passenger capacity ratio 3 kW/passenger,
total passenger capacity-to-train crush weight ratio 3,5 passengers/t
total passenger capacity-to-total train length 8,5 passengers/m,
total passenger capacity-to-number of axles 50 passengers/axle.
Special we defined requirements in regard to noise:
the noise level due to a tram in passing measured at the distance of 25
m from the track centre line and 3,5 m above the top rail level, at
maximum running speed, shall not exceed 78 dB(A);
the noise level due to a train start measured at the distance of 7,5 m
from the track centre line and 1,2 m, and/or 3,5 m above the top rail
level, at the moment of maximum speed shall not exceed 85 dB(A);
the noise level due to a train at standstill measured at the distance of
7,5 m from the track axle and 1,2 m, and/or 3,5 m above the top rail
level, when a train is at standstill, but with powered equipment in
operation, shall not exceed 70 dB(A);
marginal value of noise level measured in passenger sections, on open
track, at the maximum speed, shall not exceed 72 dB(A).
References
[1] Mandic, D. & the Research Group, Development of domestic vehicle
for commuter service in Yugoslavia (in Serbian), Transport Engineering
Faculty, 1995.
[2] Radosavljevic, A., Basic technical characteristics of modern electric
multiple trains for urban and suburban traffic (in Serbian), Zeleznice, 34,1998.
[3] Milutmovic, D , The possibilities of using the equivalent accelerations
and decelerations for the calculation of total travelling times of motor
trains (in Serbian), Zeleznice, 3-4, pp.145-149, 1997.
[4] Gladigau, R., Fahrdynamische Auslegung von S-Bahn-Triebzugen mit
Drehstromantrieb, Elektrische Bahnen, 3, 1991.
[5] Milutinovic, D , The impact of traction diagram shape on acceleration
performances and on the total journey times of electric multiple-unit trains
(in Serbian), Zc/cz,%cc, 11-12, pp. 593-601, 1997.