Academic literature on the topic 'Longitudinal train dynamics'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'Longitudinal train dynamics.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Journal articles on the topic "Longitudinal train dynamics"
1
Spiryagin, Maksym, Qing Wu, and Colin Cole. "Longitudinal train dynamics." Vehicle System Dynamics 55, no. 4 (January 30, 2017): 449. http://dx.doi.org/10.1080/00423114.2017.1285510.
Full text
2
Ding, Li Fen, and Ji Long Xie. "Research on the Effect of Traction Tonnage on Train Longitudinal Impact." Key Engineering Materials 450 (November 2010): 466–69. http://dx.doi.org/10.4028/www.scientific.net/kem.450.466.
Full textAbstract:
The traction tonnage has important effect on train longitudinal impact. An integrated model of train longitudinal dynamics was established based on simulation and test results. The effect of the traction tonnage on train longitudinal dynamics was investigated through modeling different types of heavy-haul trains. The model was validated by using measured longitudinal force time histories from on-track tests. Case study shows that the traction tonnage has significant influence on train longitudinal impact; Train longitudinal force increases with traction tonnage. The relationships between the maximum coupler forces (including tensile and compressive forces) and traction tonnage were obtained with the least square method for cases of train under emergency baking and release condition. The established train longitudinal dynamics model provides a platform for car body and coupler structure optimization and train control.
3
Wu, Qing, Maksym Spiryagin, and Colin Cole. "Longitudinal train dynamics: an overview." Vehicle System Dynamics 54, no. 12 (September 7, 2016): 1688–714. http://dx.doi.org/10.1080/00423114.2016.1228988.
Full text
4
Shi, Jin, Shujing Ren, and Mengran Zhang. "MODEL-BASED ASSESSMENT OF LONGITUDINAL DYNAMIC PERFORMANCE AND ENERGY CONSUMPTION OF HEAVY HAUL TRAIN ON LONG-STEEP DOWNGRADES." Transport 34, no. 3 (March 21, 2019): 250–59. http://dx.doi.org/10.3846/transport.2019.9043.
Full textAbstract:
Longitudinal dynamics performance and energy consumption of heavy haul train should be considered in the design of heavy haul railway profile of long-steep downgrades. A quantitative analytical tool is developed to assess the longitudinal dynamic performance and energy consumption of heavy haul trains with large axle loads on grades with different longitudinal profiles, including a longitudinal dynamic model of the train and a method of calculating the energy consumption during the operation of heavy haul train. The model is then preliminarily validated by the data of coupler force collected in two comprehensive tests. Finally, the proposed analytical tool is used to assess the designed longitudinal track profile of a long-deep downgrade segment of the central south heavy haul railway of Shanxi (China).
5
Krishna, Visakh V., Mats Berg, and Sebastian Stichel. "Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 5 (April 16, 2019): 454–67. http://dx.doi.org/10.1177/0954409719841794.
Full textAbstract:
With the need for increasing length of freight trains, the longitudinal train dynamics and its influence on the running safety become a key issue. Longitudinal train dynamics is a complex issue with contributions from both the vehicle and the operating conditions such as infrastructure design, braking regimes, etc. Standards such as the UIC Code 530-2 and EN-15839 detail the procedure for on-track propelling tests that should be conducted to determine the running safety of a single wagon. Also, it only considers a single S-curve and specifies neighbouring wagons and buffers. Hence, the resulting longitudinal train dynamics would not be able to judge the effects of various heterogeneities in the train formation such as the adjacent wagons, buffer types, carbody torsional stiffnesses, curvatures, etc. Here, there is a potential of using three-dimensional multi-body simulations to develop a methodology to judge the running safety of a train with regard to its longitudinal dynamic behaviour, subjected to various heterogeneities. In this study, a tool based on three-dimensional multi-body simulations has been developed to provide longitudinal compressive force limits and tolerable longitudinal compressive force for wagon combinations passing through S-curves of varying curvatures, and the sensitivities of the various heterogeneities present in the train are assessed. The methodology is applied to open wagons of the ‘Falns’ type on tight S-curves by calculating the corresponding tolerable longitudinal compressive force, and the effect of various parameters on the same is discussed.
6
Jackiewicz, Jacek. "Coupler force reduction method for multiple-unit trains using a new hierarchical control system." Railway Engineering Science 29, no. 2 (June 2021): 163–82. http://dx.doi.org/10.1007/s40534-021-00239-w.
Full textAbstract:
AbstractDuring traction and braking of multiple-unit trains, substantial longitudinal dynamic forces might occur in couplers due to the non-optimal distribution of traction and braking forces generated by self-propelled carriages. These dynamic forces might create shocks affecting the reduction of endurance of the weakest train structural components primarily. Thus, the overall operational safety of the train is also lowered. The purpose of the paper is to develop a new control system to supervise the activities related to the longitudinal dynamics of each train carriage in a multiple-unit train to reduce the longitudinal coupler forces acting during train traction and braking. The hierarchical structure of the control system consists of two levels. The first master level of control works like standard cruise control. However, the reduction of longitudinal coupler forces is achieved by applying a second level of slave control systems with a control configuration of feedback compensation.
7
Xu, Yan, Shi Yun Zhao, and Na Na Wang. "The Influences of the Load Distribution Pattern and the Position of the Locomotive on Train Longitudinal Dynamics." Applied Mechanics and Materials 496-500 (January 2014): 1063–67. http://dx.doi.org/10.4028/www.scientific.net/amm.496-500.1063.
Full textAbstract:
According to the principle of the train longitudinal dynamics, the heavy haul longitudinal dynamics nonlinear model is established to analyze the influences of the load distribution pattern and the locomotive position on train longitudinal dynamics. The study of this paper is divided into two parts. The first, train model is composed by a locomotive and six trailers, researching the influences of the load distribution pattern on train longitudinal dynamics, the analysis results show that, the best load distribution pattern is the descending from head to tail of the train, in this case, the coupler force is minimum, and the train longitudinal dynamics is best; the second, train model is composed by two locomotives and five trailers, researching the influences of the position of the locomotive on train longitudinal dynamics. The analysis results show that, if the first locomotive is at the head of the train, then the second locomotives best position is at the end of the train, in this case, the coupler is minimum. But the train longitudinal dynamics performance is the worst with two locomotives are located in the head.
8
Cruceanu, Cătălin, and Camil Ion Crăciun. "About Longitudinal Dynamics of Classical Passenger Trains during Braking Actions." Applied Mechanics and Materials 378 (August 2013): 74–81. http://dx.doi.org/10.4028/www.scientific.net/amm.378.74.
Full textAbstract:
There are presented and analyzed specific aspects regarding the main mechanic and pneumatic issues determining the in-train dynamic forces developed during braking actions. Particularities in case of passenger trains are highlighted, with the aim of proving that even in the case of short trains, fitted with UIC type P braking system, longitudinal dynamics can cause significant reactions whose effect cannot be neglected, both in terms of traffic safety and comfort. Numerical examples presented stand for this.
9
Crăciun, Camil, and Cătălin Cruceanu. "Influence of resistance to motion of railway vehicles on the longitudinal trains dynamics." MATEC Web of Conferences 178 (2018): 06003. http://dx.doi.org/10.1051/matecconf/201817806003.
Full textAbstract:
Longitudinal dynamics of trains is a subject that generates discussions and views on the parameters that interfere and influence both the size of the forces and their distribution in the train body. The paper is a study to determine the influence of resistances to motion on the longitudinal dynamic forces that develop in the body of the train in the braking process. For this, a train study model of ten identical vehicles, to which the locomotive may or may not be attached, is adopted. Initially, the simulation program for the non-locomotive model is run in two variants: with and without introducing additional resistances to motion, followed by the same simulations but with the locomotive introduced and a wagon removed, thus the number of vehicles remains the same for all the cases presented.
10
Choi, Don Bum, Rag-Gyo Jeong, Yongkook Kim, and Jangbom Chai. "Comparisons Between Braking Experiments and Longitudinal Train Dynamics Using Friction Coefficient and Braking Pressure Modeling in a Freight Train." Open Transportation Journal 14, no. 1 (July 30, 2020): 154–63. http://dx.doi.org/10.2174/1874447802014010154.
Full textAbstract:
Background: This paper describes the predictions and validation of the pneumatic emergency braking performance of a freight train consisting of a locomotive and 20 wagons, generally operated in Korea. It suggests the possibility of replacing the expensive and time-consuming train running tests with longitudinal train dynamic simulations. Methods: The simulation of longitudinal train dynamics of a freight train uses the time integration method of EN 14531. For reasonable simulation results, the characteristics of the train and brake equipment must be considered. For the train characteristics, specifications provided by the vehicle manufacturer are used. The braking characteristics are analyzed by friction coefficient tests and a braking pressure model. The friction coefficients of a locomotive and wagons are tested with a dynamo test bench and statistically expanded to account for variability. Freight trains should take into account the braking delay time. To reflect this in the simulation, the brake cylinder pressure pattern model uses pressures and exponential empirical equations measured at selective positions in a train of 50 vehicles. The simulation results are validated in comparison with those of the braking tests of a freight train consisting of 1 locomotive and 20 wagons. Results: The results of the longitudinal dynamics simulation show very similar results to the running test results based on the speed profile and braking distance. Conclusion: In particular, the statistical expansion method of the friction coefficient enables robust prediction of the distribution of the braking distance. The simulation can reduce or make up for costly and time-consuming repeated braking tests and reduce the risks that may arise during testing.
Dissertations / Theses on the topic "Longitudinal train dynamics"
1
Wagner, Simon John, and simonjwagner@gmail com. "DERAILMENT RISK ASSESSMENT." Central Queensland University. Engineering, 2004. http://library-resources.cqu.edu.au./thesis/adt-QCQU/public/adt-QCQU20060720.100637.
Full textAbstract:
There is a large quantity of literature available on longitudinal train dynamics and
risk assessment but nothing that combines these two topics. This thesis is focused at
assessing derailment risks developed due to longitudinal train dynamics. A key
focus of this thesis is to identify strategies that can be field implemented to correctly
manage these risks. This thesis quantifies derailment risk and allows a datum for
comparison. A derailment risk assessment on longitudinal train dynamics was
studied for a 107 vehicle train consist travelling along the Monto and North Coast
Lines in Queensland, Australia. The train consisted of 103 wagons and 4
locomotives with locomotives positioned in groups of two in lead and mid train
positions. The wagons were empty hopper wagons on a track gauge of 1067mm.
The scenarios studied include: the effect of longitudinal impacts on wagon dynamics
in transition curves; and the effects of longitudinal steady forces on wagon dynamics
on curves. Simulation software packages VAMPIRE and CRE-LTS were used.
The effects of longitudinal impacts from in-train forces on wagon dynamics in curves
were studied using longitudinal train simulation and detailed wagon dynamics
simulation. In-train force impacts were produced using a train control action. The
resulting worst-case in-train forces resulting from these simulations were applied to
the coupler pin of the wagon dynamics simulation model. The wagon model was
used to study the effect of these in-train forces when applied in curves and transitions
at an angle to the wagon longitudinal axis. The effects of different levels of coupler
impact forces resulting from different levels of coupling slack were also studied.
Maximum values for wheel unloading and L/V ratio for various curve radii and
coupler slack conditions were identified. The results demonstrated that the
derailment criteria for wheel unloading could be exceeded for a coupler slack of
50mm and 75mm on sharper curves, up to 400m radii.
A detailed study of the effect of steady in-train forces on wagon dynamics on curves
also was completed. Steady in-train forces were applied to a three wagon model
using VAMPIRE. Maximum and minimum values of wheel unloading and L/V ratio
were identified to demonstrate the level of vehicle stability for each scenario. The
results allowed the worse cases of wheel unloading and L/V ratio to be studied in
detail.
Probability density functions were constructed for the occurrence of longitudinal
forces and coupler angles for the Monto and North Coast Lines. Data was simulated
for a coupler slack of 25, 50 and 75mm and force characteristics were further
classified into the occurrences of impact and non-impact forces. These probability
density functions were analysed for each track section to investigate the effects of
coupler slack, track topography and gradient on wagon dynamics. The possible
wagon instability in each of these scenarios was then assessed to give a measure of
the potential consequences of the event. Risk assessment techniques were used to
categorise levels of risk based on the consequences and likelihood of each event. It
was found that for the train configuration simulated, the Monto Line has a higher
derailment risk than the North Coast Line for many of the scenarios studies in this
thesis. For a coupler slack of 25mm no derailment risks were identified, 50mm
coupler slack derailment risks were only identified on the Monto track and the
majority of derailment risks were identified for a 75mm coupler slack.
2
Ahmad, Husain Abdulrahman. "Dynamic Braking Control for Accurate Train Braking Distance Estimation under Different Operating Conditions." Diss., Virginia Tech, 2013. http://hdl.handle.net/10919/19322.
Full textAbstract:
The application of Model Reference Adaptive Control (MRAC) for train dynamic braking is investigated in order to control dynamic braking forces while remaining within the allowable adhesion and coupler forces. This control method can accurately determine the train braking distance. One of the critical factors in Positive Train Control (PTC) is accurately estimating train braking distance under different operating conditions. Accurate estimation of the braking distance will allow trains to be spaced closer together, with reasonable confidence that they will stop without causing a collision. This study develops a dynamic model of a train consist based on a multibody formulation of railcars, trucks (bogies), and suspensions. The study includes the derivation of the mathematical model and the results of a numerical study in Matlab. A three-railcar model is used for performing a parametric study to evaluate how various elements will affect the train stopping distance from an initial speed. Parameters that can be varied in the model include initial train speed, railcar weight, wheel-rail interface condition, and dynamic braking force. Other parameters included in the model are aerodynamic drag forces and air brake forces. An MRAC system is developed to control the amount of current through traction motors under various wheel/rail adhesion conditions while braking. Minimizing the braking distance of a train requires the dynamic braking forces to be maximized within the available wheel/rail adhesion. Excessively large dynamic braking can cause wheel lockup that can damage the wheels and rail. Excessive braking forces can also cause large buff loads at the couplers. For DC traction motors, an MRAC system is used to control the current supplied to the traction motors. This motor current is directly proportional to the dynamic braking force. In addition, the MRAC system is also used to control the train speed by controlling the synchronous speed of the AC traction motors. The goal of both control systems for DC and AC traction motors is to apply maximum available dynamic braking while avoiding wheel lockup and high coupler forces. The results of the study indicate that the MRAC system significantly improves braking distance while maintaining better wheel/rail adhesion and coupler dynamics during braking. Furthermore, according to this study, the braking distance can be accurately estimated when MRAC is used. The robustness of the MRAC system with respect to different parameters is investigated, and the results show an acceptable robust response behavior.
Ph. D.
3
Miri, Amin. "Mitigating severity of longitudinal interaction of rail-track-bridge system in transition zones for safer trains." Thesis, Queensland University of Technology, 2022. https://eprints.qut.edu.au/236242/1/Amin%2BMiri%2BThesis%282%29.pdf.
Full textAbstract:
Extreme heat and temperature fluctuation in Queensland result in buckling of railway tracks which jeopardize the safety of train operation and cost huge sums to repair. This thesis carried out an elaborate investigation on the issue of track buckling and provided several approaches to mitigate the risks of track buckling to enable safer trains and lower maintenance costs for railway operators in Australia.
4
Majola, Lumko. "The optimisation of train make-up and train handling-simulating longitudinal train dynamics." Thesis, 2000. http://hdl.handle.net/10413/9043.
Full textAbstract:
The South African rail industry is undergoing a phase of restructuring and much focus
is concentrated on re-engineering i.e. optimising the utilisation of available assets and
using existing technology in order to improve efficiency; attention shifts to improved
heavy haul asset management through train performance models.
The computer programs presented in this thesis have been developed to calculate
longitudinal in-train forces accruing in long heavy haul trains and their effect on train
operations. The model of the train is implemented by dedicated differential equations
for the movements of each vehicle. The simulation is menu driven for all input and
output decisions using Microsoft Excel while the engine for the dynamic analysis is
ACSL (Advanced Continuous Simulation Language).
The main program is capable of simulating the operation of any train configuration
over any route, including remote operation.
The thesis comprises: -
• a discussion on the need for alternative train configurations based on the current
fleet and the potential of such operating changes;
• the comparison of the dynamic response of trains operating with only head-end
locomotives, trains operating with both head-end locomotives and remote
locomotives and trains operating with different class locomotives in one
locomotive consist;
• the investigation of the lateral effects in the different train consists as a function of
the longitudinal in-train force in the simulation environment;
• the advantages of operating with remote locomotives in terms of increased train
length, reduced force spectrum on vehicle components and improved energy
consumption;
• the implications of the optimum position of the in-train locomotive consist on
loading and unloading operations;
• the implications of different train configurations on driver technique or train handling
and the need for an optimum driving strategy to gain maximum benefit
from the locomotives.Thesis (M.Sc.Eng)-University of Natal, Durban, 2000.
5
(9788021), Colin Cole. "Longitudinal train dynamics: Characteristics, modelling, simulation and neural network prediction for Central Queensland coal trains." Thesis, 1999. https://figshare.com/articles/thesis/Longitudinal_train_dynamics_Characteristics_modelling_simulation_and_neural_network_prediction_for_Central_Queensland_coal_trains/13465427.
Full text
6
(9842759), Simon Wagner. "Derailment risk assessment." Thesis, 2004. https://figshare.com/articles/thesis/Derailment_risk_assessment/13416902.
Full textAbstract:
"There is a large quantity of literature available on longitudinal train dynamics and risk assessment but nothing that combines these two topics. This thesis is focused at assessing derailment risks developed due to longitudinal train dynamics. A key focus of this thesis is to identify strategies that can be field implemented to correctly manage these risks. This thesis quantifies derailment risk and allows a datum for comparison. A derailment risk assessment on longitudinal train dynamics was studied for a 107 vehicle train consist travelling along the Monto and North Coast Lines in Queensland, Australia. The train consisted of 103 wagons and 4 locomotives with locomotives positioned in groups of two in lead and mid train positions. The wagons were empty hopper wagons on a track gauge of 1067mm. The scenarios studied include: the effect of longitudinal impacts on wagon dynamics in transition curves; and the effects of longitudinal steady forces on wagon dynamics on curves. Simulation software packages VAMPIRE and CRE-LTS were used. The effects of longitudinal impacts from in-train forces on wagon dynamics in curves were studied using longitudinal train simulation and detailed wagon dynamics simulation. In-train force impacts were produced using a train control action. The resulting worst-case in-train forces resulting from these simulations were applied to the coupler pin of the wagon dynamics simulation model. The wagon model was used to study the effect of these in-train forces when applied in curves and transitions at an angle to the wagon longitudinal axis. The effects of different levels of coupler impact forces resulting from different levels of coupling slack were also studied. Maximum values for wheel unloading and L/V ratio for various curve radii and coupler slack conditions were identified. The results demonstrated that the derailment criteria for wheel unloading could be exceeded for a coupler slack of 50mm and 75mm on sharper curves, up to 400m radii. A detailed study of the effect of steady in-train forces on wagon dynamics on curves also was completed. Steady in-train forces were applied to a three wagon model using VAMPIRE. Maximum and minimum values of wheel unloading and L/V ratio were identified to demonstrate the level of vehicle stability for each scenario. The results allowed the worse cases of wheel unloading and L/V ratio to be studied in detail. Probability density functions were constructed for the occurrence of longitudinal forces and coupler angles for the Monto and North Coast Lines. Data was simulated for a coupler slack of 25, 50 and 75mm and force characteristics were further classified into the occurrences of impact and non-impact forces. These probability density functions were analysed for each track section to investigate the effects of coupler slack, track topography and gradient on wagon dynamics. The possible wagon instability in each of these scenarios was then assessed to give a measure of the potential consequences of the event. Risk assessment techniques were used to categorise levels of risk based on the consequences and likelihood of each event. It was found that for the train configuration simulated, the Monto Line has a higher derailment risk than the North Coast Line for many of the scenarios studies in this thesis. For a coupler slack of 25mm no derailment risks were identified, 50mm coupler slack derailment risks were only identified on the Monto track and the majority of derailment risks were identified for a 75mm coupler slack." -- abstract
7
Keefer, Kateryna. "Longitudinal Dynamics of Trait Emotional Intelligence: Measurement Invariance, Construct Stability, and Mean Level Change from Late Childhood to Adolescence." Thesis, 2013. http://hdl.handle.net/1974/7786.
Full textAbstract:
Emotional intelligence (EI) encompasses abilities (ability EI; AEI) and self-perceptions (trait EI; TEI) related to the expression, understanding, and management of emotions. Research on its developmental dynamics remains heavily weighted by the AEI perspective, whereas TEI has received virtually no attention in the developmental literature. This is a major oversight, as the two EI components are conceptually distinct and contribute independently to the prediction of important outcomes. Using multi-wave data from the Canadian National Longitudinal Survey of Children and Youth, this project examined rank-order stability (Study 1) and mean-level change (Study 2) in TEI over a 6-year period from late childhood (age 10-11) to adolescence (age 16-17). Longitudinal measurement invariance of the TEI assessment was also tested (Study 1). Longitudinal mean and covariance structures models (Study 1) and latent growth curve models (Study 2) were fitted to the data from 773 children (51% girls) who completed the Emotional Quotient Inventory–Youth Version Brief form at four biannual waves. Principles from the self-concept literature were used to outline an integrative theoretical framework within which the developmental dynamics of TEI could be studied and understood. Study 1 found that three of the four TEI domains could be measured consistently and reliably over time, and that individual differences in these domains became progressively more stable with age. Contrary to the maturity principle guiding the development of AEI, Study 2 found that mean-level changes in TEI followed a curvilinear trajectory characterizing the development of self-concepts: EI self-perceptions declined between late childhood and early adolescence and then increased later in adolescence. These findings provide, for the first time, important validity evidence for the TEI construct as developmentally distinct from AEI and developmentally similar to self-concept. From an applied standpoint, this implies that enhancing EI abilities alone may not necessarily result in concomitant increases in EI self-concepts, and vice versa. Instead, both AEI and TEI may need to be targeted to maximize the effectiveness of intervention efforts. From a theoretical standpoint, the conceptual link between TEI and self-concept theories suggests that other properties of self-concepts might also generalize to TEI – an important avenue for future research.Thesis (Ph.D, Psychology) -- Queen's University, 2013-01-29 17:40:30.322
Book chapters on the topic "Longitudinal train dynamics"
1
Klauser, P. E. "Advances in the Simulation of Long Train Longitudinal Dynamics." In The Dynamics of Vehicles on roads and on tracks, 210–14. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210894-27.
Full text
2
McClanachan, M., C. Cole, D. Roach, and B. Scown. "An Investigation of the Effect of Bogie and Wagon Pitch Associated with Longitudinal Train Dynamics." In The Dynamics of Vehicles on Roads and on Tracks, 374–85. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210924-31.
Full text
3
Cruceanu, Cătălin, Camil Ion Crăciun, and Ioan Cristian Cruceanu. "Effects of Braking Characteristics on the Longitudinal Dynamics of Short Passenger Trains." In Rail Transport—Systems Approach, 3–33. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-51502-1_1.
Full text
4
Morota, Gota, Diego Jarquin, Malachy T. Campbell, and Hiroyoshi Iwata. "Statistical Methods for the Quantitative Genetic Analysis of High-Throughput Phenotyping Data." In Methods in Molecular Biology, 269–96. New York, NY: Springer US, 2022. http://dx.doi.org/10.1007/978-1-0716-2537-8_21.
Full textAbstract:
AbstractThe advent of plant phenomics, coupled with the wealth of genotypic data generated by next-generation sequencing technologies, provides exciting new resources for investigations into and improvement of complex traits. However, these new technologies also bring new challenges in quantitative genetics, namely, a need for the development of robust frameworks that can accommodate these high-dimensional data. In this chapter, we describe methods for the statistical analysis of high-throughput phenotyping (HTP) data with the goal of enhancing the prediction accuracy of genomic selection (GS). Following the Introduction in Sec. 1, Sec. 2 discusses field-based HTP, including the use of unoccupied aerial vehicles and light detection and ranging, as well as how we can achieve increased genetic gain by utilizing image data derived from HTP. Section 3 considers extending commonly used GS models to integrate HTP data as covariates associated with the principal trait response, such as yield. Particular focus is placed on single-trait, multi-trait, and genotype by environment interaction models. One unique aspect of HTP data is that phenomics platforms often produce large-scale data with high spatial and temporal resolution for capturing dynamic growth, development, and stress responses. Section 4 discusses the utility of a random regression model for performing longitudinal modeling. The chapter concludes with a discussion of some standing issues.
5
"Longitudinal Train Dynamics." In Handbook of Railway Vehicle Dynamics, 252–91. CRC Press, 2006. http://dx.doi.org/10.1201/9781420004892-11.
Full text
6
Cole, Colin. "Longitudinal Train Dynamics." In Handbook of Railway Vehicle Dynamics, 239–77. CRC Press, 2006. http://dx.doi.org/10.1201/9781420004892.ch9.
Full text
7
Cole, Colin. "Longitudinal Train Dynamics." In Handbook of Railway Vehicle Dynamics, 239–77. CRC Press, 2006. http://dx.doi.org/10.1201/9780849333217.ch9.
Full text
8
"Longitudinal Train Dynamics." In Design and Simulation of Rail Vehicles, 144–213. CRC Press, 2014. http://dx.doi.org/10.1201/b17029-9.
Full text
9
"Chapter 5 Longitudinal Train Dynamics." In Design and Simulation of Heavy Haul Locomotives and Trains, 157–226. Taylor & Francis Group, 6000 Broken Sound Parkway NW, Suite 300, Boca Raton, FL 33487-2742: CRC Press, 2016. http://dx.doi.org/10.1201/9781315369792-6.
Full text
10
Cole, Colin. "Longitudinal Train Dynamics and Vehicle Stability in Train Operations." In Handbook of Railway Vehicle Dynamics, 457–519. CRC Press, 2019. http://dx.doi.org/10.1201/9780429469398-13.
Full textConference papers on the topic "Longitudinal train dynamics"
1
Andersen, David R., Graydon F. Booth, Anand R. Vithani, Som P. Singh, Anand Prabhakaran, Monique F. Stewart, and S. K. (John) Punwani. "Train Energy and Dynamics Simulator (TEDS): A State-of-the-Art Longitudinal Train Dynamics Simulator." In ASME 2012 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/rtdf2012-9418.
Full textAbstract:
Train safety and operational efficiency are enhanced by the ability to understand the behavior of trains under varying conditions. Under the direction of the Federal Railroad Administration (FRA), a longitudinal train dynamics and operation simulation software — Train Energy and Dynamics Simulator (TEDS) — has been developed. TEDS is capable of modeling modern train operations and equipment, and is an effective tool for studying train operations safety and performance as affected by equipment, train makeup, train handling, track conditions, operating practices and environmental conditions. TEDS simulates the dynamics of longitudinal train action and incorporates the dynamic effects of various different types of draft gears and end-of-car cushioning units including mismatched devices coupled together, the transient response of locomotive tractive and dynamic braking effort, as well as a fluid dynamic representation of the air brake system with the capability to model conventional pneumatic and ECP brake systems. The capabilities of TEDS are described and demonstrated with several examples. The validation effort undertaken is described at both the component and system level. Comparisons of TEDS simulations of impact tests with the test results are shown to verify the draft gear and end-of-car cushioning unit models. The air brake model predictions are verified by comparing brake rack test results to TEDS simulations of braking behavior.
2
Wei, Wei, Mehdi Ahmadian, and Jun Zhang. "Heavy Haul Train Simulation of Air Brake System and Longitudinal Dynamics." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3789.
Full textAbstract:
The primary purpose of this study is to provide a unified simulation analysis of the in-train longitudinal dynamics that occur during braking as a result of the coupler force delays caused by the inherent delays in pneumatic airbrakes, commonly used in freight trains. The airbrake force delays and the resulting in-train longitudinal dynamics are directly proportional to the number and position of locomotives and railcars in a train consist. A comprehensive model of pneumatic brakes is presented, including the effect of the pressure drop due to various components and pipe length in a train brake system. The temporal profile of the airbrake cylinder pressure closely matches the brake force and the resulting coupler force, which is then used in a multibody dynamic model of the train that represents the railcars as lumped masses connected together with springs and dampers, representing coupler longitudinal dynamics. The unified airbrake and train dynamic model is arranged such that the user can simulate various train configurations and routes through a convenient, graphical, user interface. A simulation study is presented for a train with one lead locomotive and 106 railcars. The results of the study show that the brake cylinder pressure and the resulting braking and coupler forces are vastly different from the front to the rear of the train. Both the cylinder pressure and coupler forces are delayed in direct proportion to the position of the railcar from the front to the rear. Additionally, the simulation results clearly show the in-train longitudinal dynamic variations that occur during braking, in the form of an oscillatory force at the coupler.
3
Ansari, Masoud, Davood Younesian, and Ebrahim Esmailzadeh. "Effects of the Load Distribution Patterns on the Longitudinal Freight Train Dynamics." In ASME 2007 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/detc2007-35823.
Full textAbstract:
A comprehensive parametric study is carried out on the longitudinal dynamics of a freight train having different loading patterns. A nonlinear time domain model, with one locomotive and nine wagons, is considered. In another simulation the train model has two locomotives and eight wagons, and in both models, every two cars are connected to each other through an automatic coupler. The effects of different load distribution patterns on the coupler forces for the cases of ascending, descending, constant, ascending-descending and descending-ascending are investigated through a parametric sensitivity study. In order to investigate how an empty wagon and its position in a train-consist model may affect the overall longitudinal dynamic behavior of freight trains a second computer simulation model has been developed. Moreover, the best possible position for the second locomotive with the objective of reaching to the lower longitudinal forces, in the case that an additional locomotive is included will be discussed. Finally, an investigation is carried out to determine the kind of couplers with their relevant specifications that must be installed in different positions of a train-consist in order to improve the longitudinal train dynamic behavior.
4
Stewart, Monique F., S. K. (John) Punwani, David R. Andersen, Graydon F. Booth, Som P. Singh, and Anand Prabhakaran. "Simulation of Longitudinal Train Dynamics: Case Studies Using the Train Energy and Dynamics Simulator (TEDS)." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5760.
Full textAbstract:
Longitudinal dynamics influence several measures of train performance, including schedules and energy efficiency, stopping distances, run-in/run-out forces, etc. Therefore, an effective set of tools for studying longitudinal dynamics is essential to improving the safety and performance of train operations. Train Energy and Dynamics Simulator (TEDS) is a state-of-the-art software program designed and developed by the Federal Railroad Administration (FRA), for studying and simulating train safety and performance, and can be used for modeling train performance under a wide variety of equipment, track, and operating configurations [1]. Several case studies and real-world applications of TEDS, including the investigation of multiple train make-up and train handling related derailments, a study of train stopping distances, evaluations of the safety benefits of Electronically Controlled Pneumatic (ECP) brakes, Distributed Power operations, and a study of alternate train handling methodologies are described in this paper. These studies demonstrate the effectiveness of using the appropriate simulation tools to quantify and enhance a better understanding of train dynamics, and the resultant safety benefits.
5
Ansari, Masoud, Davood Younesian, and Ebrahim Esmailzadeh. "Effects of Coupler Specifications and Operational Conditions on the Longitudinal Freight Train Dynamics." In ASME 2007 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/detc2007-35809.
Full textAbstract:
The longitudinal dynamics of railway vehicles is studied in this paper. The model is a time domain and nonlinear one. Model includes a train-consist containing one locomotive, nine wagons and nine automatic couplers between them. The effects of different parameters, (such as stiffness and damping of automatic couplers, train speed and train acceleration during both accelerating and braking process) on the longitudinal train dynamics are investigated in a parametric study. It is found that increase of the train operational speed has no effect on the maximum tractive forces while it results in increasing the maximum pressing forces as well as the RMS (Root mean square) value of the coupler forces. Higher acceleration during accelerating leads to higher maximum tractive and pressings forces and also higher RMS value of the coupler forces. Although increase of acceleration during braking results in higher pressing coupler forces, but it has no effect on the maximum tractive force.
6
Ahmad, S. S. N., C. Cole, M. Spiryagin, and Y. Q. Sun. "Integrated Methodology for Investigation of Wagon Bogie Concepts by Simulation." In ASME 2014 12th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/esda2014-20634.
Full textAbstract:
Implementation of a new bogie concept is an integrated part of the vehicle design which must follow a rigorous testing and validation procedure. Use of multibody simulation helps to reduce the amount of time and effort required in selecting a new concept design by analysing results of simulated dynamic behaviour of the proposed design. However, the multibody simulation software mainly looks at the dynamics of a single vehicle; hence, forces from the train configuration operational dynamics are often absent in such simulations. Effects of longitudinal-lateral and longitudinal-vertical interactions between rail vehicles have been found to affect the stability of long trains [1,2]. The effect of wedge design on the vertical dynamics of a bogie has also been discussed in [3,4]. It is important to apply the lateral and vertical forces from a train simulation into a single multibody model of a wagon to check its behaviour when operating in train configuration. In this paper, a novel methodology for the investigation of new bogie designs has been proposed based on integrating dynamic train simulation and the multibody vehicle modelling concept that will help to efficiently achieve the most suitable design of the bogie. The proposed methodology suggests that simulation of any configuration of bogie needs to be carried out in three stages. As the first stage, the bogie designs along with the wagon configurations need to be presented as a multibody model in multibody simulation software to test the suitability of the concept. The model checking needs to be carried out in accordance with the wagon model acceptance procedure established in [5]. As the second stage, the wagon designs need to be tested in train configurations using a longitudinal train dynamics simulation software such as ‘CRE-LTS’ [2], where a train set consisting of the locomotives and wagons will be simulated to give operational wagon parameters such as lateral and vertical coupler force components. As the third stage, the detailed dynamic analysis of bogies and wagons needs to be performed with a multibody software such as ‘Gensys’ where lateral and vertical coupler force components from the train simulation (second stage) will be applied on the multibody model to replicate the worst case scenario. The proposed methodology enhances the selection procedure of any alternate bogie concept by the application of simulated train and vehicle dynamics. The simulated case studies show that simulation of wagon dynamic behaviour in multibody software combined with data obtained from longitudinal train simulation is not only possible, but it can identify issues with a bogie design that can otherwise be overlooked.
7
Wu, Qing, Colin Cole, and Maksym Spiryagin. "Methodology for Optimization of Friction Draft Gear Design." In ASME 2014 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/detc2014-34162.
Full textAbstract:
Evidence gathered from industry indicates that railway coupling system failures have become a limitation for further developments of heavy haul trains. Friction draft gears have implications for both longitudinal train dynamics and rolling stock fatigue; therefore, optimization of friction draft gears could be a possible solution to conquer the limitation. In this paper, a methodology for optimization of friction draft gear design based on an advanced friction draft gear model is proposed. The methodology proposes using simulation techniques such as longitudinal train dynamics simulation and a Genetic Algorithm to develop improved parameters.
8
Baruffaldi, Leonardo B., and Auteliano A. dos Santos. "Effects of Nonlinear Friction Wedge Damping on Freight Train Dynamics." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-38286.
Full textAbstract:
Engineers pay great attention to comfort and performance issues, which are related to passenger trains suspension systems. Complex active shock-absorbing devices are developed and modern simulation tools are employed to determine car body vibrations and ride behavior. Freight train suspensions, however, were not given the same focus, presenting the same basic design for about 70 years now. Recent increases in pay-loads and train lines speed, and growing pressures to decrease maintenance costs, are slowly changing this scenario in such a way that numerical simulation methods are being more and more used. Most commercially available simulation software used by train manufacturers to address full vehicle behavior treats the friction wedge — the main damping element in the three-piecetruck suspension — as a weightless unidirectional force element like springs and dampers, which connects the wheel frames to the bolster that supports carbody load. This paper uses an improved friction wedge model to emphasize the importance of considering nonlinear characteristics of friction damping to vertical and longitudinal dynamics of a freight truck wagon modeled with multi-body dynamics.
9
Spiryagin, Maksym, Qing Wu, Yan Quan Sun, Colin Cole, and Ingemar Persson. "Locomotive Studies Utilizing Multibody and Train Dynamics." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2221.
Full textAbstract:
Locomotive traction studies have been extensively performed in multi-body software packages. Generally, these research activities have been focused on purely mechanical system design issues and, as a result, there is a limited amount of information available on modeling locomotives under the influence of traction/braking capabilities and train dynamics. Evidence of using results from longitudinal train dynamics simulations as input to locomotive dynamics simulations has also been limited and information on this is rarely presented in the public domain. This means that locomotive traction/braking studies are commonly focused on the dynamics of an individual locomotive and are limited in terms of implementation of intrain forces. Recent progress shows some activities involving the application of approximations of lateral coupler forces to replicate a locomotive’s dynamics on the track. However, such an approach has its own limitations and does not fully depict the real behavior of locomotives. At this stage, the optimal technique capable of covering all locomotive behavior issues when traveling in a train configuration is to use a co-simulation approach between a multibody software package and a train dynamics code. This paper describes a methodology for the development of such a technique and presents numerical experiments for locomotive dynamics studies. The results obtained from co-simulation runs for three heavy haul locomotives in a head-end consist, taking into account in-train forces and speeds, are discussed along with limitations found during the development process.
10
Wu, Qing, Maksym Spiryagin, and Colin Cole. "A Dynamic Model of Friction Draft Gear." In ASME 2014 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/detc2014-34159.
Full textAbstract:
Friction draft gears are the most widely used draft gears. Modeling and prediction of their dynamic behavior are of significant assistance in addressing various concerns. Longer, heavier and faster heavy haul trains mean larger in-train forces and more complicated force patterns, which require further improvements of dynamic modeling of friction draft gears to assess the longitudinal train dynamics. In this paper a force-displacement characteristics model named “base model” was described. The base model was simulated after the analyses of a set of field-test data. Approaches to improve the base model to a full advanced draft gear model were discussed; preliminary simulation results of an advanced draft gear model were also presented.