3350907-ELECTRIC TRACTION AND CONTROL 2015

UNIT – II
Mechanics of Train Movement
Topics and sub topics:

2.1 Analysis of speed time curves for main line, suburban and urban services
2.2 Simplified speed time curves.
2.3 Relationship between principal quantities in speed time curves
2.4 Requirement of tractive effort
2.5 Specific energy consumption and Factors affecting it.

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INTRODUCTION:
The curve drawn between Speed and Time by taken speed (in Km/hour) on Y-axis
and time (in second) on X-axis is known as Speed Time Curve. This speed time curve
provided complete information of the motion of the train from starting to stoppage at next
station. The slop of the curve at any point gives the acceleration at the corresponding instant
of speed of train at that instant. The area covered by the curve represents the distance
covered by the train in the corresponding time.

Component of speed time curves:

The speed time curves mainly consist of four components as follows:
(a) Acceleration
(b) Constant speed or free running
(c) Coasting or running without power and
(d) Retardation or braking

The typical speed time curve for main line services of train is shown in fig.

[a] Acceleration (O-A-B):

This component of speed time curve consists of two parts namely
(I) Rheostat acceleration or acceleration while notching up or constant acceleration.
(II) Speed curve running or acceleration on speed curve.

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(I) Rheostat acceleration or acceleration while notching up or constant
acceleration (O-A):
During this period (0 to A or 0 to t1) the current is maintained approximately constant
while the voltage across motor is gradually increased by stepping up notch of the starting
resistant. During this period tractive effort remains constant hence acceleration is also
maintained constant.

(II) Speed curve running or acceleration on speed curve (A-B or t1 to t2):

During this period (t1 or t2) the voltage across the motor remains constant and current
decreases with increase in speed according to the characteristics of the motor and finally the
current drawn by the motor becomes constant. During this period train accelerates but the
rate of increase of acceleration decreases with increase in speed and becomes zero at the
speed at which the tractive effort developed by motor becomes exactly equal to the resistance
to motion of train.

[b] Constant speed or free running (B-C):

At the end of acceleration period i.e. at B. the train attains the maximum speed. During this
period (t2 to t3) the train runs with constant speed attained at B and almost constant power is
drawn.

[c] Coasting or running without power (C-D) :

At the end of constant speed period i.e. at C, power supply to the motor is cut-off and the
train is allowed to run under its own momentum. The rate of decrease of speed during
coasting period is known as coasting retardation.

[d] Retardation or braking (D-E):

At the end of coasting period i.e. at D, the brakes are applied to stoop the train at
station. During this speed decreases and finally becomes zero and the train stops.

The curve shown in fig is also known as actual speed time curve as a includes all the
components of speed time curve and is most suitable for main line services but for urban or
city services and sub-urban services criteria are slightly different. Hence the curve for main
line, urban and sub-urban services.

 Typical Speed Time curves for different train services :

Considering different criteria like rate of acceleration. rate of retardation .maximum speed
and distance between two stops the train services can be classified into following three
services :
 Main line service
 Sub-Urban service
 Urban or city service

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 3350907-ELECTRIC TRACTION AND CONTROL 2015
 Main line service
In main line service, the distance between two stops is more (usually more than
20 kms). In this service free running period is of longer duration. The duration for acceleration
and retardation are comparatively very small say, small fraction of total time of run. The rate
of acceleration and retardation does not affect the average or schedule speed; hence they are
of little importance. While free running and coasting duration is more which results reduction
in running time as well as power consumption. The typical speed time curve for Main Line is
shown in fig.

 Sub-Urban service
In sub-urban services, the distance between two stops is smaller than main line services and
higher then urban services (between 1 to 10 kms). Free running is not possible & coasting is
of longer duration. Total time of run is less & hence to obtain high average speed, the rate of
acceleration & retardation are to be kept high of about 1.5 to 4.0 km per hour and about 3 to
4 km per hours respectively. The typical speed time curve is as shown in fig.

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(B) Urban or city service:

In this type of services, the distance between the two stops is comparatively very small
(say 1 km or so). The time of running is also very small (say few minutes). The rate of
acceleration and retardation are required to be high to get higher average speed as that
required in sub-urban services. The coasting period is also small. The typical speed time curve
for urban services is shown in fig.

Comparisons of Different types of Train Services

Following table will give comparison of characteristics of various train services.

COMPARISION OF SERVICES

Sr.no. Types of Acceleration Retardation Maximum Distance

services in kmphrs in kmphrs speed in between Remarks
kmphrs stops in km
1. Main Line 0.6 to 0.8 1.5 160 More than
Long free
10 km running and
coasting period.

Comparatively
very small
acceleration and
braking period.
2 Sub- 1.5 to 4.0 3.0 to 4.0 120 1 to 10 Km
No free running
Urban period.

Long coasting
period.

High rate of
acceleration and

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braking.


3 Urban or 1.5 to 4.0 3.0 to 4.0 120 Up to 1 Km
No free running
city period.

Small coasting
period.

High rate of
acceleration and
retardation

Terms Related to speed time curve:

 Crest speed: It is the maximum speed attained by the train during run is known as
crest speed. It is denoted by Vc or Vm and measured in km per hour.

 Average speed: It is the mean of the speed from start to stop or the distance
covered between two stops divided by the actual time of run is known as average
speed. It is denoted by Va and measured in km per hour.

Average speed (Va) = Distance between stops in km

Actual time of run

 Scheduled speed (Vs): The ratio of distance between two stops and the total time
of run including stoppage time is known as scheduled speed. It is measured in km per
hour.
Schedule speed (Vs)= Distance between stops in km
Actual time of run + stoppage time

 α)
Acceleration (α : It is the rate of rise of speed in km per hour per second.

 Retardation (β β) : It the rate of fall of the speed when brakes are applied in km
per hour per second.

 Coasting Retardation (Bc): It the rate of fall of speed when power is cut-off when
train moves on its own momentum in km per hour per second.

 Actual time of run (T) :It the total time required by the train to cover distance
between the two stations in second.

 Stoppage time (ts) :It the time of stoppage of train at station.

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 Time of acceleration (t1): It the time between the train starts for journey and
reaches to a maximum speed. It is given by

t1 =Vm / α = Maximum speed / Rate of acceleration.

 Time of Retardation (t3): It is the time between applications of brake to the train
stoppage or come to the rest. It is given by

t3 = Vm / β = Maximum speed / Rate of Re tradition

Factor affecting scheduled speed:

1. Crest speed
2. Distance to be covered
3. Acceleration
4. Braking retardation
5. Duration of time

Principle quantities of speed time curve:

1. Crest speed
2. Acceleration
3. Retardation
4. Average speed
5. Scheduled speed
6. Acceleration time
7. Retardation time
8. Distance
9. Total time
10.Time of acceleration
11.Time of retardation
12.Stoppage time

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Simplified Speed /Time Curve:

For the purpose of comparative performance for a given service, the actual
speed/time curve of Fig. 43 replaced by a simplified speed/time curve which does
not involve the knowledge of motor characteristics. Such a curve has simple
geometric shape so that simple mathematics can be used to find the relation
between acceleration, retardation, average speed and distance etc. The simple
curve would be fairly accurate provided it (i) retains the same acceleration and
retardation and (ii) has the same area as the actual speed/time curve. The
simplified speed/time curve can have either of the two shapes :
1. Trapezoidal shape OA1B1C of Fig. 43.10 where speed-curve running and coasting
periods of the actual speed/time curve have been replaced by a constant-speed
period.

2. Quadrilateral shape OA2B2C where the same two periods are replaced by the
extensions of initial constant acceleration and coasting periods.

SI Units in Traction Mechanics:

In describing various quantities involved in the mechanics of train movement,
only the latest SI system will be used. Since SI system is an ‘absolute system’,
only absolute units will be used while gravitational units (used hitherto) will be
discarded.
1. Force. It is measured in newton (N)
2. Mass. Its unit is kilogram (kg). Commonly used bigger units is tonne (t), 1 tonne =
1000 kg
3. Work. Its unit is the same as that of energy.
4. Power. Its unit is watt (W) which equals 1 J/s. Other units are kilowatt
(kW) and megawatt (MW).
5. Distance. Its unit is metre. Other unit often used is kilometre (km).
6. Velocity. Its absolute unit is metre per second (m/s). If velocity is given in
km/h (or km.ph), it can be easily converted into the SI unit of m/s by
multiplying it with a factor of (1000/3600) = 5/18 = 0.2778. For example,
72 km.ph = 72 5/18 = 72 0.2778 = 20 m/s.
7. Acceleration. Its unit is metre/second2 (m/s2). If acceleration is given in
km/h/s (or km- ph.ps), then it can be converted into m/s2 by simply
multiplying it by the factor (1000/3600) = 5/18 = 0.2778 i.e. the same
factor as for velocity.
For example, 1.8 km.ph.ps = 1.8 5/18 = 1.8 0.2778 =
0.5 m/s2
8. Energy. Its basic unit is joule (J). Other units often employed are watt-hour (Wh)
and kilowatt-hour (kWh).

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Trapezoidal speed time curve:

Quantities Involved in Tra ction Mec hanics:
Following principal quantities are involved in train movement :
D = distance between stops M = dead mass of the train
Me = effective mass of the train W = dead weight of the train
We = effective weight of the train = acceleration during starting period
c = retardation during coasting = retardation during braking
Va = average speed Vm = maximum (or crest) speed.
t = total time for the run t1 = time of acceleration
t2 = time of free running = t (t1 + t3) t3 = time of braking
Ft = tractive effort T = torque

As seen from Fig.

α = Vm /t1 or t1 = Vm /α β = Vm /t3 or t3 = Vm /β As we know,

total distance D between the two stops is given by the area of trapezium
OABC.

therefore D = area OABC = area OAD + area ABED + area BCE
=1/2Vmt1 + Vmt2 +1/2Vmt3

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Relationship Between Principal Quantities in Quadrilateral Diagram :-

The diagram is shown in Fig.

Let βc represent the retardation during coasting period. As before,

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Tractive Effort:
“The tractive effort (Ft) is the force developed by the traction unit
at the rim of the driving wheels for moving the unit itself and its train
(trailing load).”
The tractive effort is generally controlled by the driver of the
The tractive effort is generally controlled by the driver of the train.
Tractive effort is a function of the train.
It has to perform following functions:
Fa=linear acceleration
Fg=the force of gravity
Fr=resistance of the train
Fc= resistance of the train with curve

The tractive effort required for train propulsion on a level track is
Ft = Fa + Fr + Fg+ Fc

If gradients are involved, the above expression becomes
Ft = Fa + Fg + Fr+Fc — for ascending gradient
= Fa − Fg + Fr+Fc — for descending gradient

Derivation of expression for tractive effort:

For derivation of expression for tractive effort. It is necessary to

study the fundamentals of the mechanics of the train movement.
The essential elements of the driving mechanism of the train are
shown in fig.

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Following principal quantities are involved in train movement :

D = distance between stops

M = dead mass of the train

Me = effective mass of the train

W = dead weight of the train

We = effective weight of the train

α = accelaration during starting period

β= retardation during coasting

β = retardation during braking

Va = average speed

Vm = maximum (or crest) speed.

t = total time for the run

t1 = time of acceleration

t2 = time of free running = t − (t1 + t3) t3 = time of braking

Ft = tractive effort

T = torque

Tractive effort Ft of the pinion wheel is given by,

T=F1*d1/2
F1=2T/dt

The tractive effort on the driving wheel is given by
Ft=*Ft*(d/D)
Putting value of F1,
Ft= *T*(2/D)
Now find different components of the tractive effort.

Value of Fa:

If M is the dead (or stationary) mass of the train and a its linear
acceleration, then

Fa = Wa Since a train has rotating parts like wheels, axles, motor
armatures and gearing etc., its

effective (or accelerating) mass Me is more (about 8 − 15%) than its
stationary mass.
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These parts have to be given angular acceleration at the same time as

the whole train is accelerated in the linear direction. Hence, Fe = We α

If We is in tonne and α in km/h/s, then converting them into absolute
units, we have Fa = (1000 We) × (1000/3600) a α
= 277.8 We α newton

Value of Fr:

Train resistance comprises all those forces which oppose its motion.

It consists of mechanical resistance and wind resistance.

Mechanical resistance itself is made up of internal and external
resistances.

The internal resistance comprises friction at journals, axles, guides and
buffers etc.

The external resistance consists of friction between wheels and rails
and flange friction etc. Mechanical resistance is almost independent of
train speed but depends on its weight.

The wind friction varies directly as the square of the train speed.

• Resistance of the train: Fr

If r is specific resistance of the train i.e. resistance offered per unit
mass of the train, then
Fr = W.r.

If r is in newton per kg of train mass and M is the train mass in kg,
then Fr = W.r newton

If r is in newton per tonne train mass (N/t) and M is in tonne (t),
Fr = W tonne × r = Wr newton*

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Value of Fg

As seen from Fig.

Fg = W sin θ = Wg sin θ

In railway practice, gradient is expressed as the rise (in metres) a
track distance of 100 m and is called percentage gradient.

Therefore % G = 100/100

BC /BC

AC /AC = = 100 sin θ Substituting the value of sin θ in the above
equation,

we Get Fg = Wg G/100 = 9.81 × 10−2 WG

When W is in kg, Fg = 9.81 × 10−2 WG newton
Fg = 9.81 × 10−2 (1000 W) G
= 98.1 WG Newton

For(Fc),

For tractive effort to overcome track with curvature,

There is an empirical relation available which is held valid.

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The ractive effort requied to overcome resistance due to curvature on

a track.

Fc=0.4*9.51*CW
=3.9188674*CW
= 3.92*CW

Hence, expression for total tractive effort becomes

Ft = Fa ± Fg + Fr = (277.8 α We ± 98 WG + Wr+Wc) newton

Please remember that here w is in tonne, α in km/h/s,

G is in metres per 100 m of track length (i.e. % G) and r is in
newton/tonne (N/t) of train mass.

The positive sign for Fg is taken when motion is along an ascending
gradient and negative sign when motion is along a descending
gradient.

Energy Output from Driving Axles :

Energy (like work) is given by the product of power and time.

E = (Ft × ν ) × t = Ft × (ν × t) = Ft × D

where D is the distance travelled in the direction of tractive effort.

Total energy output from driving axles for the run is

E = energy during acceleration + energy during free run

As seen from Fig.

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ELECTRIC TRACTION AND CONTROL 2015

E = Ft × area OAD + Ft′ Ft′ × area ABED = Ft × 1/2Vm t1 + Ft′ × 1/2Vm

t2

where Ft is the tractive effort during accelerating period and Ft Ft′ that
during free running period. Incidentally, Ft will consist of all the three
components given in Art.

whereas Ft′ willill consist of (98 MG + Mr) provided there is an
ascending gradient.
Specific Energy Output:

It is the energy output of the driving wheel expressed in watt -hour
(Wh) per tonne-km km (t
(t-km)
km) of the train. It can be found by first
converting the energy output iintonto Wh and then dividing it by the mass
of the train in tonne and route distance in km. Hence, unit of specific
energy output

generally used in railway work is : Wh/tonne
Wh/tonne-km km (Wh/t
(Wh/t-km).

Specific energy consumption:

Evaluation of Specific Energy Output:

We will first calculate the total energy output of the driving axles and
then divide it by train mass in tonne and route length in km to find the
specific energy output. It will be presumed that :

There is a gradient of G throughout the run and

Power remains
emains ON up to the end of free run in the case of trapezoidal
curve and up to the accelerating period in the case of quadrilateral
curve

Now, output of the driving axles is used for the following purposes
1. for accelerating the train
2. for overcoming the gradient
3. for overcoming train resistance.

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(a) Energy required for train acceleration (Ea)

As seen from trapezoidal diagram

Ea=1/2 Vm2*We*(277.8/3600)*(1000*3600)
=0.01072* Vm2*We –watt hr

Specific Energy = 0.01072* Vm2/D*We/W

(B) Energy required for train Resistance: (Fr)

Considering r as train resistance in Newton/tonne.

The specific energy output against the train resistance r.
Er= 1000*(Wr/W)*(D1/D)*(1/3600)

(C) Energy required for Gradient: (Fg)

Eg= +-Fg*distance
=98.1*W*G*1000*D1
=98.1*(1000/3600)*W*G*D1
=27.25*W*G*D1
So
Eg=27.25*G*(D1/D)

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Total Specific Energy Output:

E=Ea+Er+Eg
= 0.01072(Vm2/D) *(We/W) +0.278*r*(D1/D)+ 27.25*G*(D1/D)

Factor Affecting Specific Energy Consumption:

• Distance between two stops

• Rate of acceleration
• Max. speed attained By the train
• Nature of the track level
• Train resistance
• The types and quality of the train equipments

Some Terms:

The train Resistance: (r)

When the train is in motion it experiences the resistance due to
following reasons:
- Various parts of the rolling stocks
- Friction at the track
- The resistance offered by the air

frictional resistance

Head resistance

Skin resistance

Suction resistance

Adhesive Weight:
It is defined as the total weight to be carried on the driving wheels.

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TUTORIAL:2

Draw And Explain Speed Time Curve. List Information Available From
It.

Draw and Label Speed Time Curve for Main Line Service.

What Is Speed Time Curve? Draw And Explain Actual Speed Time
Curve For Suburban And Urban Service.

Define: 1. Crest Speed 2. Average Speed 3. Scheduled Speed 4.
Acceleration 5. Retardation 6. Stoppage Time.

What Is Schedule Speed? State And Explain Factor Affecting It.

Explain Term Specific Energy Consumption? Explain Factor Affecting In
It.

What Is Tractive Effort? Derive General Equation For Tractive Effort.

Define Specific Energy Consumption. Derive An Expression Of Specific
Energy Consumption On The Level Track Using Simplified Speed Time
Curve.

Discuss Factor Affecting Specific Energy Consumption.

Examples for Specific Energy consumption and tractive efforts.

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