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The TracFeed Simulation program is a computer program for dynamic calculations of traction systems. It uses SIMPOW for electrical calculations and can fully take advance of the possibilities and libraries of SIMPOW. This Reference Manual assumes basic knowledge of SIMPOW including documentation.
The TracFeed® Simulation program can be run both interactively and as batch runs.
Input data to the TracFeed® Simulation program consists of data defining track, trains and how they are used together as well as data for controlling the calculations and the output. The data are arranged in groups with a specific name which is referred to in the input. The groups are to be specified in the normal SIMPOW input files. The following data groups are valid: - TRAINS
Train data
- TRACK
Track data including stations and speed limits
- DRIVE PATH
Connects track sections to drive paths for trains
- TIMETABLE
Defines how the trains traffic the drive paths
The data groups are described in the following. The first data, following the model name, for an individual model in a group is the identification name . This identification is used through the whole program when referring to the element.
Parameter names (in bold capitals in this manual) followed by the parameter value should be given in dynpow file to specify the parameter value. The figure in italics below the parameter name is the default value. If the parameter is not given the default value is used. Parameters without default value must be given. All identifier names must start with a letter ("a"-"z" or "A"-"Z") From the second position in the name following characters is allowed: "a"-"z", "A"-"Z", "0"-"9", "_" and "-". Time can be specified in different formats. They are specified equally for both time points and time intervals. All formats is converted to seconds within the simulation. Simulations are always started at time=0s. Following formats are valid (examples): "6524" - 6524 seconds "03:30" - 3 hours and 30 minutes (This NEVER means 3 minutes and 30 seconds.) "03:30:02" - 3 hours 30 minutes and 2 seconds. "03:30 day 2" or "day 2 03:30 " - 2 24 + 3 hours and 30 minutes "03:30:02 day 2" or "day 2 03:30:02 " - 2 24 + 3 hours, 30 minutes and 2 seconds
2.1.1 INDUCTION MACHINE AC TRAIN The data group defines an AC Train with Induction Machine, used to describe a train with GTO or IGBT converters and three phase induction machines in a single phase AC feeding system. The description does not include the inner structure of the train, only parameters describe how it interacts with the feeding system. The parameters can theoretically be obtained through measurements without knowing anything about its inner structure. Default values are given beneath the parameters with Italics. Parameters without defaults must be set. Text enclosed by is to be replaced by user input. Definition of an Induction Machine AC Train: ASYNCTRAIN {}
Name (id) of the Induction Machine AC Train, must start with a letter. List of train parameters and data, specifying train with name .
Here follows the Induction Machine AC Train parameters enclosed by {}: { DYNMASS 1.1 MASS if MASS is set Dynamic mass [metric tons] of train, including load. MASS DYNMASS if DYNMASS is set Mass [metric tons] of train, including load.
ADHMASS MASS Adhesion mass [metric tons] of train. Adhesion mass is the total mass on driving axles. The maximum tractive effort with respect to adhesion is calculated as: F [kN] = adhesion g ADHMASS where g = 9.81 m/s2. MAXSPEED Maximum speed [km/h]. SPEEDM 0 Speed margin, determines how fast the train may travel compared to the speed profile for the track. Unit is set by SPEEDMSORT. SPEEDMSORT KM/H Unit for SPEEDM. May be REL or KM/H. REL means that SPEEDM is given as a factor relative to the speed profile (Track speed 80km/h, SPEEDM 1.1 and SPEEDMSORT REL gives highest allowed train speed 88km/h.). KM/H means that SPEEDM is given in km/h (Track speed 80km/h, SPEEDM -15 and SPEEDSORT KM/H give highest allowed speed 65km/h.).
SLENGTH 100 if MCDIST is not set, 2 MCDIST if MCDIST is set Signal length [m] of a train. The train front must have passed a position with a new higher speed limit with SLENGTH before the old speed limit may be exceeded. The signal length is equal to or greater than the real length of the train. (The real length is not given as input.) MCDIST SLENGTH/2 Distance [m] between mass centre and front of train. CR0 6.38 CR0 [kNm/tons] in curve resistance formula: (curve resistance)=CR0/((curve radius)-CR1) MASS CR1 55 CR1 [m] in curve resistance formula: (curve resistance)=CR0/((curve radius)-CR1) MASS CRMIN CR1 + 1 CRMIN [m] is minimum allowed curve radius for the train. RRA RRA [kN] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2 RRB
RRB [kN/(km/h)] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2 RRC
RRC [kN/(km/h) 2] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2
ADH1 9 ADH1 [km/h] in adhesion formula: (adhesion)= ADHCOEFF + ADH1/(speed+ADH2) where adhesion has no unit and speed is given in km/h. ADHCOEFF is a track dependent constant and therefore given as SECTION data in data group TRACK. ADH2 42 ADH2 [km/h] in adhesion formula: (adhesion)= ADHCOEFF + ADH1/(speed+ADH2) where adhesion has no unit and speed is given in km/h. ADHCOEFF is a track dependent constant and therefore given as SECTION data in data group TRACK. TC 0.5 Time constant [s] for delay of the pantograph current.
UNOM Nominal voltage [kV] at the pantograph. PAUXB 0 Active power consumption [MW] for auxiliary power, train heating and air condition which is taken from the converter bridge. The power consumption must be independent of speed. The no load losses of the main transformer are not included here, as they are included in P0. PFAUXB 1.0 Power factor [ ] at zero speed for auxiliary power, train heating and air condition which is taken from the converter bridge. Corresponds to PAUXB. The power factor is assumed to be lagging. The power factor must be higher than 0. PAUXT 0 Active power consumption [MW] for auxiliary power, train heating and air condition which is taken directly from the main transformer. The power consumption must be independent of speed. The no load losses of the main transformer are not included here, as they are included in P0. PFAUXT 1.0 Power factor [ ] at zero speed for auxiliary power, train heating and air condition which is taken directly from the main transformer. Corresponds to PAUXT. The power factor is assumed to be lagging. The power factor must be higher than 0. P0 0
Losses [MW] for the tractive equipment from wheel to pantograph at no load, for instance the no load losses of the main transformer. The power at the pantograph is calculated from the power at the wheels, the efficiency and P0. TRAINLIMIT1 Maximum value of (tractive effort) speed [kN (km/h)] from the tractive effort diagram at nominal voltage, which corresponds to maximum mechanical power at the wheels. The maximum tractive effort with respect to the train (trainlimit1) as a function of speed and voltage is calculated. The limitation is used both at motoring and braking (with negative sign). At voltages below nominal voltage the limit in force is calculated as: (limit in force) = Trainlimit1/(speed) (voltage)/(nominal voltage) At voltages above nominal voltage the limit in the force is calculated as: (limit in force) = Trainlimit1/(speed) TRAINLIMIT2 1E6 Tractive effort [kN] at MAXSPEED and nominal voltage. The maximum tractive effort with respect to the train (trainlimit2) as a function of speed and voltage is calculated. The limitation is used both at motoring and braking (with negative sign). At voltages below nominal voltage the limit in force is calculated as: (limit in force) = Trainlimit2 ((maxspeed)/(speed)) 2 (voltage)/(nominal voltage) At voltages above nominal voltage the limit in the force is calculated as: (limit in force) = Trainlimit2 ((maxspeed)/(speed)) 2
ACCREFV {} A list specifying the desired acceleration and retardation. A speed is given followed by parameters and data for the speed. Data for each speed is ended with a ";" (semicolon). Between the specified speeds linear interpolation is used. Must be specified between 0 and MAXSPEED. { Speed [km/h] for which data is given. Must be given as first data after "{" or a ";". A 1000 R
Desired acceleration [m/s2]. Desired retardation [m/s2]. It is assumed that the train always will have sufficient capacity to keep this retardation.
} FIU {} A list specifying how the power angle of the train responds to varying catenary voltage. The angle is controlled by the control system of the train. A voltage value is given followed by parameters and data for that voltage value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, fiu is the same as the first value in the table. If the voltage is above the last voltage value in the table, fiu is the same as the last value in the table. {
Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". FIMOT 0 The power angle [°] at motoring. A positive angle means reactive power consumption. FIBRAKE 0 The power angle [°] at braking. A positive angle means reactive power production. }
FVTRAINMAX {} A list specifying the characteristic curves of the train at nominal voltage. A speed is given followed by parameters and data for the speed. Data for each speed is ended with a ";" (semicolon). Between the specified speeds linear interpolation is used. Must be specified between 0 and MAXSPEED. { Speed [km/h] for which data is given. Must be given as first data after "{" or a ";". FMOT Maximum tractive effort [kN] at the wheels at motoring. FELBRAKE
Maximum electrical braking effort [kN] at the wheels. The values are positive at braking. EFF
Efficiency [%] for maximum tractive effort from wheel to pantograph. Auxiliary power such as air condition should not be included. The efficiency must be higher than 0 %. This efficiency is used also for electrical braking. }
PUSUPPLYLIM {} A list specifying the maximum tractive power consumption/regeneration of the train with respect to the power supply. A voltage value is given followed by parameters and data for that voltage value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, pusupplylim is the same as the first value in the table. Note: At regeneration the value of the voltage will never be higher than the last value given in table. This is achieved by regulating the power from the train. { Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". PMOT Allowed power consumption [MW]. The limit does not include auxiliary power such as air condition. PELBRAKE Allowed regenerated power [MW]. The values are positive at regeneration. The limit does not include auxiliary power such as air condition. }
FUSUPPLYLIM {}
A list specifying the maximum tractive effort of the train with respect to the power supply. A voltage value is given followed by parameters and data for that voltage value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, fusupplylim is the same as the first value in the table. If the voltage is above the last voltage value in the table, fusupplylim is the same as the last value in the table. { Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". FMOT 1E6 Allowed tractive effort [kN] at motoring. } }
2.1.2 INDUCTION MACHINE DC TRAIN The data group defines an DC Train with Induction Machine, used to describe a train with GTO or IGBT converters and three phase induction machines in a DC feeding system. The description does not include the inner structure of the train, only parameters describe how it interacts with the feeding system. The parameters can theoretically be obtained through measurements without knowing anything about its inner structure. Default values are given beneath the parameters with Italics. Parameters without defaults must be set. Text enclosed by is to be replaced by user input. Definition of an Induction Machine DC Train: DCTRAIN {}
Name (id) of the Induction Machine DC Train, must start with a letter. List of train parameters and data, specifying train with name .
Here follows the Induction Machine DC Train parameters enclosed by {}: { DYNMASS 1.1 MASS if MASS is set Dynamic mass [metric tons] of train, including load. MASS DYNMASS if DYNMASS is set Mass [metric tons] of train, including load. ADHMASS MASS
Adhesion mass [metric tons] of train. Adhesion mass is the total mass on driving axles. The maximum tractive effort with respect to adhesion is calculated as: F [kN] = adhesion g ADHMASS where g = 9.81 m/s2. MAXSPEED Maximum speed [km/h]. SPEEDM 0 Speed margin, determines how fast the train may travel compared to the speed profile for the track. Unit is set by SPEEDMSORT. SPEEDMSORT KM/H Unit for SPEEDM. May be REL or KM/H. REL means that SPEEDM is given as a factor relative to the speed profile (Track speed 80km/h, SPEEDM 1.1 and SPEEDMSORT REL gives highest allowed train speed 88km/h.). KM/H means that SPEEDM is given in km/h (Track speed 80km/h, SPEEDM -15 and SPEEDSORT KM/H give highest allowed speed 65km/h.). SLENGTH 100 if MCDIST is not set, 2 MCDIST if MCDIST is set Signal length [m] of a train. The train front must have passed a position with a new higher speed limit with SLENGTH before the old speed limit may be exceeded. The signal length is equal to or greater than the real length of the train. (The real length is not given as input.)
MCDIST SLENGTH/2 Distance [m] between mass centre and front of train. CR0 6.38 CR0 [kNm/tons] in curve resistance formula: (curve resistance)=CR0/((curve radius)-CR1) MASS CR1 55 CR1 [m] in curve resistance formula: (curve resistance)=CR0/((curve radius)-CR1) MASS CRMIN CR1 + 1 CRMIN [m] is minimum allowed curve radius for the train. RRA RRA [kN] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2 RRB RRB [kN/(km/h)] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2
RRC
RRC [kN/(km/h) 2] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2
ADH1 9 ADH1 [km/h] in adhesion formula: (adhesion)= ADHCOEFF + ADH1/(speed+ADH2) where adhesion has no unit and speed is given in km/h. ADHCOEFF is a track dependent constant and therefore given as SECTION data in data group TRACK. ADH2 42 ADH2 [km/h] in adhesion formula: (adhesion)= ADHCOEFF + ADH1/(speed+ADH2) where adhesion has no unit and speed is given in km/h. ADHCOEFF is a track dependent constant and therefore given as SECTION data in data group TRACK. TC 0.5 Time constant [s] for delay of the pantograph current. UNOM Nominal voltage [kV] at the pantograph. PAUX 0 Active power consumption [MW] for auxiliary power, train heating and air condition. The power consumption must be independent of speed. The no load losses of the main transformer are not included here, as they are included in P0. P0 0 Customer Doc. No Our Ref
Losses [MW] for the tractive equipment from wheel to pantograph at no load, for instance the no load losses of the main transformer. The power at the pantograph is calculated from the power at the wheels, the efficiency and P0. TRAINLIMIT1 Maximum value of (tractive effort) speed [kN (km/h)] from the tractive effort diagram at nominal voltage, which corresponds to maximum mechanical power at the wheels. The maximum tractive effort with respect to the train (trainlimit1) as a function of speed and voltage is calculated. The limitation is used both at motoring and braking (with negative sign). At voltages below nominal voltage the limit in force is calculated as: (limit in force) = Trainlimit1/(speed) (voltage)/(nominal voltage) At voltages above nominal voltage the limit in the force is calculated as: (limit in force) = Trainlimit1/(speed) TRAINLIMIT2 1E6 Tractive effort [kN] at MAXSPEED and nominal voltage. The maximum tractive effort with respect to the train (trainlimit2) as a function of speed and voltage is calculated. The limitation is used both at motoring and braking (with negative sign). At voltages below nominal voltage the limit in force is calculated as: (limit in force) = Trainlimit2 ((maxspeed)/(speed)) 2 (voltage)/(nominal voltage) At voltages above nominal voltage the limit in the force is calculated as: (limit in force) = Trainlimit2 ((maxspeed)/(speed)) 2 ACCREFV {} A list specifying the desired acceleration and retardation. A speed is given followed by parameters and data for the speed. Data for each speed is ended with a ";" (semicolon). Between the specified speeds linear interpolation is used. Must be specified between 0 and MAXSPEED.
{ Speed [km/h] for which data is given. Must be given as first data after "{" or a ";". A 1000 R
Desired acceleration [m/s2]. Desired retardation [m/s2]. It is assumed that the train always will have sufficient capacity to keep this retardation.
}
FVTRAINMAX {} A list specifying the characteristic curves of the train at nominal voltage. A speed is given followed by parameters and data for the speed. Data for each speed is ended with a ";" (semicolon). Between the specified speeds linear interpolation is used. Must be specified between 0 and MAXSPEED. { Speed [km/h] for which data is given. Must be given as first data after "{" or a ";". FMOT Maximum tractive effort [kN] at the wheels at motoring. FELBRAKE
Maximum electrical braking effort [kN] at the wheels. The values are positive at braking. EFF Customer Doc. No Our Ref
Efficiency [%] for maximum tractive effort from wheel to pantograph. Auxiliary power such as air condition should not be included. The efficiency must be higher than 0 %. This efficiency is used also for electrical braking. }
PUSUPPLYLIM {} A list specifying the maximum tractive power consumption/regeneration of the train with respect to the power supply. A voltage value is given followed by parameters and data for that voltage value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, pusupplylim is the same as the first value in the table. Note: At regeneration the value of the voltage will never be higher than the last value given in table. This is achieved by regulating the power from the train. { Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". PMOT Allowed power consumption [MW]. The limit does not include auxiliary power such as air condition. PELBRAKE Allowed regenerated power [MW]. The values are positive at regeneration. The limit does not include auxiliary power such as air condition. }
FUSUPPLYLIM {} A list specifying the maximum tractive effort of the train with respect to the power supply. A voltage value is given followed by parameters and data for that voltage value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, fusupplylim is the same as the first value in the table. If the voltage is above the last voltage value in the table, fusupplylim is the same as the last value in the table. { Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". FMOT 1E6 Allowed tractive effort [kN] at motoring. } }
2.1 TRAINS 2.1.3 DC MACHINE AC TRAIN The data group defines an AC Train with DC Machine, used to describe a train with Phase angle control by thyristors in a single phase AC feeding system The trains are historically named thyristor trains. The description does not include the inner structure of the train, only parameters describe how it interacts with the feeding system. The parameters can theoretically be obtained through measurements without knowing anything about its inner structure. Default values are given beneath the parameters with Italics. Parameters without defaults must be set. Text enclosed by is to be replaced by user input. Definition of an DC Machine AC Train: THYRISTORTRAIN {} Name (id) of the DC Machine AC Train, must start with a letter. List of train parameters and data, specifying train with name . Here follows the DC Machine AC Train parameters enclosed by {}: { DYNMASS 1.1 MASS if MASS is set Dynamic mass [metric tons] of train, including load. MASS DYNMASS if DYNMASS is set Mass [metric tons] of train, including load.
ADHMASS MASS Adhesion mass [metric tons] of train. Adhesion mass is the total mass on driving axles. The maximum tractive effort with respect to adhesion is calculated as: F [kN] = adhesion g ADHMASS where g = 9.81 m/s2. MAXSPEED Maximum speed [km/h]. SPEEDM 0 Speed margin, determines how fast the train may travel compared to the speed profile for the track. Unit is set by SPEEDMSORT. SPEEDMSORT KM/H Unit for SPEEDM. May be REL or KM/H. REL means that SPEEDM is given as a factor relative to the speed profile (Track speed 80km/h, SPEEDM 1.1 and SPEEDMSORT REL gives highest allowed train speed 88km/h.). KM/H means that SPEEDM is given in km/h (Track speed 80km/h, SPEEDM -15 and SPEEDSORT KM/H give highest allowed speed 65km/h.).
SLENGTH 100 if MCDIST is not set, 2 MCDIST if MCDIST is set Signal length [m] of a train. The train front must have passed a position with a new higher speed limit with SLENGTH before the old speed limit may be exceeded. The signal length is equal to or greater than the real length of the train. (The real length is not given as input.) MCDIST SLENGTH/2 Distance [m] between mass centre and front of train. CR0 6.38 CR0 [kNm/tons] in curve resistance formula: (curve resistance)=CR0/((curve radius)-CR1) MASS CR1 55 CR1 [m] in curve resistance formula: (curve resistance)=CR0/((curve radius)-CR1) MASS CRMIN CR1 + 1 CRMIN [m] is minimum allowed curve radius for the train. RRA RRA [kN] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2 RRB
RRB [kN/(km/h)] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2 RRC
RRC [kN/(km/h) 2] in running resistance formula. The running resistance includes mechanical losses in the train. (running resistance)= RRA + RRB v + RRC v2
ADH1 9 ADH1 [km/h] in adhesion formula: (adhesion)= ADHCOEFF + ADH1/(speed+ADH2) where adhesion has no unit and speed is given in km/h. ADHCOEFF is a track dependent constant and therefore given as SECTION data in data group TRACK. ADH2 42 ADH2 [km/h] in adhesion formula: (adhesion)= ADHCOEFF + ADH1/(speed+ADH2) where adhesion has no unit and speed is given in km/h. ADHCOEFF is a track dependent constant and therefore given as SECTION data in data group TRACK. TC 0.5 Time constant [s] for delay of the pantograph current.
UNOM Nominal voltage [kV] at the pantograph. The given tractive effort for the vehicle is based on this voltage . PAUX 0 Active power consumption [MW] for auxiliary power, train heating and air condition which is taken directly from the main transformer. The power consumption must be independent of speed. The no load losses of the main transformer are not included here, as they are included in P0. PFAUX 1.0 Power factor [ ] at zero speed for auxiliary power, train heating and air condition which is taken directly from the main transformer. Corresponds to PAUXT. The power factor is assumed to be lagging. The power factor must be higher than 0. BRIDGES Number of converter bridges in series with one motor. This is of importance to determine the reactive power when all the bridges have not full advanced angle. UMOTMAX 100 The maximum allowed voltage between the motors terminal under the worst conditions, that is generally with high engine speed. The value is varying with the speed.The value is given in per centage FIRSTLIM flux
Normally the first limitation for a DC current motor is that with increasing speed the inductive emf reaches a value close to the applied voltage and the flux has to be reduced . However for same motors the anchor current has to be reduced before the reduction of flux when the speed is increased. This is vital since the decrease of anchor current is independent of the voltage compared with the reduction of the flux. The value is then CURRENT BASESPEED The value of the trains speed when the motor has reached the base point at nominal voltage. The base point is defined as the moment when the flux has to be reduced to enable the motor to produce a tractive effort at higher speed. BASECOSFI The power factor of the motor when the control is with fully advanced angle, that is the motor speed has passed the base speed. P0 0 Losses [MW] for the tractive equipment from wheel to pantograph at no load, for instance the no load losses of the main transformer. The power at the pantograph is calculated from the power at the wheels, the efficiency and P0. TRAINLIMIT1 Maximum value of (tractive effort) speed [kN (km/h)] from the tractive effort diagram at nominal voltage, which corresponds to maximum mechanical power at the wheels. The maximum tractive effort with respect to the train (trainlimit1) as a function of speed and voltage is calculated. Is the value of FIRSTLIM is current is only a function of speed The Customer Doc. No Our Ref
limitation is used only at motoring since no regeneration of power is applicable . At voltages below nominal voltage the limit in force is calculated as: (limit in force) = Trainlimit1/(speed) (voltage)/(nominal voltage) At voltages above nominal voltage the limit in the force is calculated as: (limit in force) = Trainlimit1/(speed) (voltage)/(nominal voltage) provided that the voltage is below or equal to the maximum allowed voltage. Limitation of voltage see variable UMOTMAX TRAINLIMIT2 1E6 Tractive effort [kN] at MAXSPEED and nominal voltage. The maximum tractive effort with respect to the train (trainlimit2) as a function of speed and voltage is calculated. At voltages below nominal voltage the limit in force is calculated as: (limit in force) = Trainlimit2 ((maxspeed)/(speed)) 2 (voltage)/(nominal voltage) At voltages above nominal voltage the limit in the force is calculated as: (limit in force) = Trainlimit2 ((maxspeed)/(speed)) 2 (voltage)/(nominal voltage) provided that the voltage is below or equal to the maximum allowed voltage. Limitation of voltage see variable UMOTMAX ACCREFV {} A list specifying the desired acceleration and retardation. A speed is given followed by parameters and data for the speed. Data for each speed is ended with a ";" (semicolon). Between the specified speeds linear interpolation is used. Must be specified between 0 and MAXSPEED. { Speed [km/h] for which data is given. Must be given as first data after "{" or a ";".
A 1000 R
Desired acceleration [m/s2]. Desired retardation [m/s2]. It is assumed that the train always will have sufficient capacity to keep this retardation.
}
FVTRAINMAX {} A list specifying the characteristic curves of the train at nominal voltage. A speed is given followed by parameters and data for the speed. Data for each speed is ended with a ";" (semicolon). Between the specified speeds linear interpolation is used. Must be specified between 0 and MAXSPEED. { Speed [km/h] for which data is given. Must be given as first data after "{" or a ";". FMOT Maximum tractive effort [kN] at the wheels at motoring. EFF Efficiency [%] for maximum tractive effort from wheel to pantograph. Auxiliary power such as air condition should not be included. The efficiency must be higher than 0 %. }
PUSUPPLYLIM {} A list specifying the maximum tractive power consumption of the train with respect to the power supply. A voltage value is given followed by parameters and data for that voltage Customer Doc. No Our Ref
value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, pusupplylim is the same as the first value in the table. If the voltage is above the last voltage in the table, pusupplylim is the same as the last value in the table. { Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". PMOT Allowed power consumption [MW]. The limit does not include auxiliary power such as air condition. }
FUSUPPLYLIM {} A list specifying the maximum tractive effort of the train with respect to the power supply. A voltage value is given followed by parameters and data for that voltage value. Data for a voltage is ended with a ";" (semicolon). Between the specified voltages values linear interpolation is used. If the voltage is below the first voltage value in the table, fusupplylim is the same as the first value in the table. If the voltage is above the last voltage value in the table, fusupplylim is the same as the last value in the table. { Voltage [kV] for which data is given. Must be given as first data after "{" or a ";". FMOT 1E6
Allowed tractive effort [kN] at motoring. This value has to be given with accuracy, due to the fact that it will be compared with the base point value (kN) in order to determine if forced flux is applied up to that point. It will have essential influence on the reactive power consumption in this region and the determination of the base point in various voltages. The last value in the table is not allowed to be reduced due to the power supply. } }
11.0 FMOT 300; 18.0 FMOT 300; !!!! Note 4) The last value in table has to given without any reduction of the motors performance. This value will determine essential parameters for the motor";" } } END
2.2.1 SECTION The data group defines sections where trains can travel. The track upon which a train travels consists of one or more track sections. Parameters without default or not enclosed by [ ] must be set. node 1
node 2
train node 3
node 4
Figure 2.3.1 Note: Two or more connections of a section must not be connected to the same node, for example NODE_X NODE_X SECTION { ...} is not allowed. Definition of a section: [] [] SECTION {}
First node that the section is connected to. Second node that the section is connected to. Third node that the section is connected to. (Only if the section has four nodes, see figure 2.3.1.) Fourth node that the section is connected to. (Only if the section has four nodes, see figure 2.3.1.) Name of section. A list of all data for the section. Section data consists of STARTPOS, ENDPOS, ROVER, XOVER, RRETURN, XRETURN, UB, TYPE, PHASE, LAYOUT, SPEEDPROFILE and STATIONS. LAYOUT, SPEEDPROFILE (or SPEEDSIGN) and STATIONS are lists. Here follows section parameters enclosed by {}:
{ STARTPOS 0 Start position [km] of section. ENDPOS End position [km] of section. ROVER 0 Resistance per kilometre [Ω/km] in overhead catenary system or third rail. XOVER 0 Reactance per kilometre [Ω/km] in overhead catenary system or third rail.
Resistance per kilometre [Ω/km] in return conductor. XRETURN 0 Reactance per kilometre [Ω/km] in return conductor. UB Base voltage [kV] for the section. Corresponds to base voltage for nodes in optpow file. TYPE AC Defines if the section is used for AC or DC feeding system. PHASE 1 Defines the number of phases in a AC section. Can only be set to 1 or 3. LAYOUT {} A list of lines containing specifications of gradients and curves. This data is line orientated. First data in a line shall be the position [km]. Then follows the change in layout data that starts at that position. Note: Observe that layout data always is given in increasing "km" in "uptrack" direction, even if trains travel "downtrack", and that layout data must be given for the start position. { Position [km] in section. Must be given first in each line in the list. GRAD Gradient [permillage] starting at the given position. By definition, a positive gradient indicates that the train is travelling uphill in uptrack direction.
CURVE STRAIGHT Curve radius [m] for curve starting at the given position. = STRAIGHT or = 0 is also allowed, indicating a straight track from that position. ADHCOEFF 1 (This default value normally give very good (very high) adhesion.) Adhcoeff [ ] is a track dependent coefficient used for calculating the limitation of tractive effort for trains due to adhesion. The adhesion is calculated as adhesion = ADHCOEFF + ADH1/(speed+ADH2) where speed is the train speed in km/h. The maximum tractive effort with respect to adhesion is then calculated as: F = adhesion g ADHMASS where F is given in kN, ADHMASS is the adhesion mass of the train in metric tons and g = 9.81 m/s2. TUNNEL 1 (This default value corresponds to open air) Tunnel [ ] is a track dependent coefficient used for calculating the running resistance in tunnels. Tunnel must be higher than 1. The coefficient increases the air resistance of the train in tunnels. (running resistance)= RRA + RRB v + tunnel RRC v2 } SPEEDPROFILE (or SPEEDSIGN) {} Name of speed profile (or speed sign).
A list of lines containing specifications of speed limits. This data is line orientated. First in a line the position [km] is given. A speed limit must be given for the start position. In the SPEEDPROFILE-list you give the speed limit that is valid in an interval in "uptrack" direction ( increasing "km") and you can give both U and D on the same line for the same speed limit. In the SPEEDSIGN-list you give the speed limit that is valid in an interval in "uptrack" direction ( increasing "km") and the speed limit that is valid in an interval in "downtrack" direction ( decreasing "km"). Therefore you must give U and D on different lines because they have different speed limits. A track section can have several SPEEDPROFILE (or SPEEDSIGN) lists. { Position [km] in section. Must be given first in each line in the list. U Indicates that data in this line applies to trains travelling uptrack. D Indicates that data in this line applies to trains travelling downtrack. SPEED Speed limit [km/h]. } STATIONS {}
Name of stations list. A list of lines containing specifications of stations. This data is line orientated. First in a line the position [km] is given. Then follows data for travelling direction, dwell times and earliest departures. A track section can have several STATIONS lists.
{ Position [km] in section. Must be given first in each line in the list. U Indicates that data in this line applies to trains travelling uptrack. D Indicates that data in this line applies to trains travelling downtrack. Note: If neither U nor D is set, line will be ignored.
WAIT Dwell time [s] at station. The sum of actual time and WAIT is compared with EARLIEST in order to calculate the departure time after stop at a station, see EARLIEST below. EARLIEST 0 Time [s] for earliest departure from a station. If a train stops at a station, the departure time is equal to EARLIEST, if EARLIEST is longer than actual time + WAIT. The departure time is equal to actual time + WAIT, if EARLIEST is shorter than actual time + WAIT. EARLIEST is given relative start of simulation. } Customer Doc. No Our Ref
TRACK UPPSALA HEBY SECTION SECT1 { STARTPOS 0 ENDPOS 50 ROVER 0.2 XOVER 0.2 UB 16.5 TYPE AC PHASES 1 LAYOUT { 0 CURVE 0 GRAD 0 ADHESION 0.116 2 GRAD -1; 3 GRAD 0 TUNNEL 1.8; 4 GRAD 10 TUNNEL 1.; 5 ADHESION 0.2 10 GRAD 0; 40 GRAD -10; 43 CURVE 600 GRAD 0; 44 CURVE 0; } SPEEDPROFILE X2A !!!! or { 0 U D SPEED 90; 8 U D SPEED 60; 12 U D SPEED 90; 45 U D SPEED 70;
} STATIONS X2A1 { 20 U D WAIT 60 EARLIEST 1700 } STATIONS X12 { 0 U EARLIEST 0; 30 U WAIT 20 EARLIEST 300; 45 U WAIT 50 EARLIEST 500; }
TUNNEL 1.;
!!!! SPEEDSIGN X2A !!!! { !!!! 0 U SPEED 90; !!!! 8 U SPEED 60; !!!! 8 D SPEED 90; !!!! 12 U SPEED 90; !!!! 12 D SPEED 60; !!!! 45 U SPEED 70; !!!! 45 D SPEED 90; !!!! }
} HEBY SALA SECTION SECT2 { STARTPOS 50 ENDPOS 100 ROVER 0.2 XOVER 0.2 UB 16.5 PHASE 1 LAYOUT { 0 GRAD 0 CURVE 0 ADHESION 0.116 TUNNEL 1.; } SPEEDPROFILE X2B { 0 U D SPEED 70; } STATIONS X12A1 { 40 D EARLIEST 0; Customer Doc. No Our Ref
Drive Path data group will define how the sections are connected to the paths where the trains can travel. Here is also chosen a speed profile (or speed sign), stations list and travelling direction for each section. Definition of a Path for Trains: PATH {}
Name of path. Listing defining the path.
Here follows Path list parameters enclosed by {}: { A line oriented list is specifying the SECTIONS that the PATH consists of. Ordering number of a SECTION in the PATH. Must be given first in each line. ID Name of SECTION U Indicates that the train travels in uptrack direction. D
Indicates that the train travels in downtrack direction. Note: One and only one of U or D must be set. SPEED Name of speed profile(or speed sign) list for the section. STATIONS Name of stations list for the section. }
EXAMPLE DRIVE PATH PATH UPPSALASALA { 1 SECID SECT1 U SPEED X2A STATIONS X12 2 SECID SECT2 U SPEED X2B STATIONS X12A1 } END DRIVE PATH PATH SALAUPPSALA { 1 SECID SECT2 D SPEED X2B STATIONS X12A1 2 SECID SECT1 D SPEED X2A STATIONS X2A1 } END
Traffic data group describes how the Trains traffic the Drive Paths. Trains and Paths are connected and departures are given. A departure takes place at the first station of the Train in a Path. Definition of a Traffic description: TRAFFIC {}
Name of Traffic description. A list defining how the Trains traffic a Path.
Here follows Traffic list parameters enclosed by {}: { TRAIN Name of Train, see Induction Machine AC Train. PATH Name of Path. (It is possible to use the same Path for several TRAFFIC lists. CALCSTART 0 Time in simulation when calculation of energy consumption is started. CALCINTERVAL 1000 Time of the interval used for the calculation of energy consumption.
INITIALSPEED 0 Initial speed of the train at departure. DEPARTURES {} A list of departures of Trains specified according to TRAINID that are travelling the Path according to PATHID. { Name of departure. Must be given first in each line in the list. Note: This identifier is used as train identity in output data. AT
