Aspects regarding braking process of passenger trains with different braking systems in composition

Cruceanu, Cătălin; Crăciun, Camil

doi:10.1088/1757-899x/400/4/042012

Cited by 4 publications

(1 citation statement)

References 21 publications

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“…During the emergency braking simulations, the 2D train model reports a speed of 9.94 km/h whilst the LTD model without rotational inertia reports a speed of 3.97 km/h. Further investigations indicate that the difference has resulted from the rotational inertia of the wheelsets [48][49][50]. The influence of rotational inertia is easy to understand, as the kinetic energy of a wagon is accommodated by mainly two parts: the translational motions of all wagon components and the rotational motions of the rotational components, i.e.…”

Section: Train Braking Simulationsmentioning

confidence: 99%

Train braking simulation with wheel-rail adhesion model

Cole

Spiryagin

2019

Vehicle System Dynamics

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This paper modelled the vehicles in conventional Longitudinal Train Dynamics (LTD) as 2D models that considers suspensions and wheelrail contact. The Polach model was used as the adhesion model for faster computing speeds. A 2D train model was developed and solved using a parallel computing technique called Message Passing Interface. A train with the configuration of 1 locomotive + 120 wagons + 1 locomotive + 120 wagons was simulated in three different braking scenarios: emergency brake, full-service brake and minimum service brake. The same simulations were also conducted using a LTD model and the results are compared with those of the 2D train model. The comparisons indicate that: (1) wheelset rotational inertia needs to be considered in LTD models to achieve matched results with the 2D train model; (2) in most cases, simulated coupler forces from the 2D train model are slightly lower than those from the LTD model; (3) during minimum service brake and full-service brake, the differences of simulated coupler forces between the two models are lower than 100 kN; and (4) during emergency brake, a maximum difference of 266 kN was simulated, which accounts for 35% of the maximum force simulated by the LTD model.

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Section: Train Braking Simulationsmentioning

confidence: 99%