A review of methods to measure and calculate train resistances

Rochard, Bernard P.; Schmid, Félix

doi:10.1243/0954409001531306

Cited by 220 publications

(127 citation statements)

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“…A number of studies have developed models to calculate running resistance to assist with experimental data and computational fluid dynamics (CFD) results in the optimisation of train design (Rochard and Schmid, 2000). Running resistance can be divided into five items (Lukaszewicz, 2009).…”

Section: Freight Researchmentioning

confidence: 99%

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The Aerodynamics of a Container Freight Train

Soper

2016

Springer Theses

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This research aims to characterise the aerodynamic flow around a container freight train and investigate how changing the container loading configuration affects the magnitude of aerodynamic forces measured on a container. Experiments were carried out using a 1/25th scale moving model freight train at the University of Birmingham's TRAIN rig facility. The model was designed to enable different container loading configurations and train lengths to be tested. A series of experiments to measure slipstream velocities and static pressure were undertaken to assess the influence of container loading configuration. Experiments to measure aerodynamic loads on a container were carried out using an on-board pressure monitoring system built into a specifically designed measuring container. A collation of full scale freight data from previous studies provided a tool to validate model scale data.Analysis of freight data found it was possible to present slipstream results as a series of flow regions. Clear differences in slipstream development and aerodynamic load coefficients were observed for differing container loading configurations. Velocity and pressure magnitudes measured in the nose region were larger than values observed previously. For container loading efficiencies higher than 50% boundary layer growth stabilises rapidly, however, for less than 50% continual boundary layer growth was observed until after 100m when stabilisation occurs. Velocities in the lateral and vertical directions have magnitudes larger than previously observed; increasing the overall magnitude by ∼10%. Comparison of model and full scale data showed good agreement, indicating Reynolds number independence. An analysis of TSI safety limits found results lie close to, but do not break, existing limits. Aerodynamic load coefficients were compared with previous studies and shown to be characteristic of typical values measured for a 30• yaw angle; however, differences between static wind tunnel and moving model results were discovered.

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Section: Freight Researchmentioning

confidence: 99%

“…where (Rochard and Schmid, 2000). Coefficients A and B relate to mechanical resistance and C the aerodynamic resistance (Rochard and Schmid, 2000).…”

Section: Freight Researchmentioning

confidence: 99%

The Aerodynamics of a Container Freight Train

Soper

2016

Springer Theses

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“…The combination of these two resistance forces is called the drag force. Different [20] is commonly used in Eq. 6.…”

Section: Gradient Forcementioning

confidence: 99%

Multi-train modeling and simulation integrated with traction power supply solver using simplified Newton–Raphson method

Kulworawanichpong

2015

J. Mod. Transport.

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Multi-train modeling and simulation plays a vital role in railway electrification during operation and planning phase. Study of peak power demand and energy consumed by each traction substation needs to be determined to verify that electrical energy flowing in its railway power feeding system is appropriate or not. Gauss-Seidel, conventional Newton-Raphson, and current injection methods are well-known and widely accepted as a tool for electrical power network solver in DC railway power supply study. In this paper, a simplified Newton-Raphson method has been proposed. The proposed method employs a set of current-balance equations at each electrical node instead of the conventional power-balance equation used in the conventional Newton-Raphson method. This concept can remarkably reduce execution time and computing complexity for multi-train simulation. To evaluate its use, Sukhumvit line of Bangkok transit system (BTS) of Thailand with 21.6-km line length and 22 passenger stopping stations is set as a test system. The multi-train simulation integrated with the proposed power network solver is developed to simulate 1-h operation service of selected 5-min headway. From the obtained results, the proposed method is more efficient with approximately 18 % faster than the conventional Newton-Raphson method and just over 6 % faster than the current injection method.

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“…The Davis equation (Rochard 2001) in Equation<3-1> is different from Hill (1994a) because it does not include a variable for wheel-rail contact.…”

Section: Simulation Of Energy Efficiency Improvements On Commuter Raimentioning

confidence: 99%

Simulation of energy efficiency improvements on commuter railways

Hull¹,

Roberts²,

Hillmansen³

2010

IET Conference on Railway Traction Systems (RTS 2010)

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Railway networks consume large amounts of energy and, as a result, are the cause of a significant amount of CO2 and other harmful gas emissions. British railways strive to comply with objectives set by the European Rail Research Advisory Council and the Committee on Climate Change. Improvements in the operation of railway networks through the use of energy efficiency regimes can decrease the operational costs and CO2 emissions. Existing and industry proven methods include regeneration, coasting allowances and driver training. The use of a simulator allows railway organisations to understand and quantify the benefits of the various methods for their particular rolling stock and networks.This thesis describes the development of a multi-train simulator for the Merseyrail network. The simulator is based on a pre-existing single train simulator.Results from the simulator show that a combination of regeneration, introduction of coasting points and improved driving style have the potential to provide up to a 50% increase in energy efficiency. In particular, the study shows that a 23% reduction in energy consumption through regeneration; a 22% energy reduction with the strategic placement of coasting points; and a 4% reduction in energy when an improved driving style is adopted, are possible. These improvements have the potential to eliminate 12 kilotonnes of CO2 emissions from Merseyrail per year. ACKNOWLEDGEMENTS

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A review of methods to measure and calculate train resistances

Cited by 220 publications

References 1 publication

The Aerodynamics of a Container Freight Train

The Aerodynamics of a Container Freight Train

Multi-train modeling and simulation integrated with traction power supply solver using simplified Newton–Raphson method

Simulation of energy efficiency improvements on commuter railways

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