Examining longitudinal train dynamics in ore car tipplers

Cole, Colin; Spiryagin, Maksym; Bosomworth, Chris

doi:10.1080/00423114.2016.1263393

Cited by 10 publications

(5 citation statements)

References 20 publications

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“…A cross-plot of an experimental drop-hammer tests was provided, and each simulator could describe the coupler behavior according to previous modeling experience with no further restrictions. Some simulators used fixed tables with linear transitions (TABLDSS, 47 UM, 48 VOCO, 49 and TsDyn 50 ), others featured a full non-linear transition path with a logic switch based on the speed value (BODYSIM 51 and CARS 18 ), TDEAS 52 had variable trajectories for loading and unloading curves, depending on the current speed value, and CRE-LTS 53 had the stiffest model with variations in the transitional paths.…”

Section: Simulation Resultsmentioning

confidence: 99%

Development and validation of a new code for longitudinal train dynamics simulation

Bosso

Magelli

Zampieri

2020

Proceedings of the Institution of Mechanical Engineers, Part F:

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Longitudinal train dynamics have a significant impact on both safety and performance of railway systems. Numerical simulation of long heavy haul trains can thus provide essential information for the development of diagnostic and signaling systems as well as coupling elements and braking systems. Long trains are usually modeled by considering only the longitudinal degree of freedom and by adding extra resistant forces to represent the track curvature and gradients. The prediction of in-train forces represents the most critical aspect in modeling the longitudinal dynamics of long trains made up of several vehicles. In fact, coupling elements have non-linear force–deflection characteristics, with different behavior in loading and unloading states, thus featuring a hysteretic loop. Look-up tables storing data from experimental tests are generally used to model these elements; however, other strategies, such as fitting curves and white-box models are witnessed in the literature. Recently, an international benchmarking of longitudinal train dynamics simulator was established in order to compare the output results obtained by different models with the same input data. The research group from Politecnico di Torino performed the simulations using the multibody software Simpack, but computational inefficiencies and numerical divergences occurred. To overcome these issues, a new dedicated in-house code was developed in the MATLAB environment. The paper focuses on the description of this new code and its validation, which was carried out by performing the simulations according to the benchmark inputs and comparing the results with the outputs from the other participants.

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Section: Simulation Resultsmentioning

confidence: 99%

Development and validation of a new code for longitudinal train dynamics simulation

Bosso

Magelli

Zampieri

2020

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…In 2016, Kovalev et al [62] stated that a reliable prediction of in-train forces cannot be achieved without accurate draft gear performance curves. Arguably, more comprehensive modelling of draft gear performance curves has been used with tippler simulations by Cole et al [21,63]. Even though it is understood that the laboratory tests and field measured data produce different performance curves, the laboratory tests are used as part of the acceptance criteria for all countries [23,30,31].…”

Section: Discussionmentioning

confidence: 99%

“…Slack action, the name given to the progressive increase or decrease of inter-wagon distance being propagated through the train, assists the locomotive to overcome the stationary rolling resistance by using the momentum of the moving vehicles. The rolling resistance of a stationary vehicle is higher than for a moving vehicle [21,22], but data are limited. Slack allows a lower powered locomotive to overcome the stationary rolling resistance of each vehicle progressively.…”

Section: Overview Of Wagon Connections In Modern Freight Trainsmentioning

confidence: 99%

A review on design and testing methodologies of modern freight train draft gear system

2021

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Rolling stock connection systems are key to running longer and heavier trains as they provide both the connections of vehicles and the damping, providing the longitudinal suspension of the train. This paper focuses on the evolution of both connection and stiffness damping systems. Focus is on freight rolling stock, but passenger draw gears are also examined. It was found that connection systems have evolved from the buff and chain system used in the pioneer railways of the 1800s to the modern auto-coupler connection systems that are in-service worldwide today. Refined versions of the buff and chain coupling are, however, still in use in the EU, UK, South America and India. A wide range of auto-coupler systems are currently utilised, but the AAR coupler (Janney coupler) remains the most popular. A further variation that persists is the SA3 coupler (improved Wilson coupler) which is an alternative auto-coupler design used mainly throughout the former Soviet Union. Restricting the review to auto-coupler systems allowed the paper to focus on draft gears which revealed polymer, polymer-friction, steel spring-friction, hydraulic draft gears and sliding sill cushioning systems. Along with the single compressive draft gear units balanced and floating plate configurations are also presented. Typical draft gear acceptance standards are presented along with modelling that was included to aid in presentation of the functional characteristics of draft gears.

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“…Rao, 17 Geng 14 and Cole et al. 18 have also discussed the starting resistance issue. These studies indicate that starting resistance can be two to five times higher than the rolling resistance calculated at 5 km/h using the empirical formula.…”

Section: Design Of Driving Strategiesmentioning

confidence: 99%

Hill-starting a heavy haul train with a 24-axle locomotive

Yang²,

Jin³

2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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Head-end trains are more efficient than Distributed Power trains in terms of train marshalling. This paper studied an unprecedent real-world engineering problem to hill-start a long heavy haul train at a 1.2% up-hill gradient by using a 14400 kW 24-axle AC electric locomotive (maximum traction force 2280 kN). Longitudinal Train Dynamics simulation were conducted to assess five potential driving strategies in terms of train speed and in-train forces. The simulation results show that the locomotive can hill-start the heavy haul train with 80% traction throttle. However, maximum locomotive coupler forces (1840 kN) exceeded coupler knuckle yield strength (1780 kN) of the original coupler system design. Sensitivity analyses were conducted to assess the implications of train starting resistance for train speeds and in-train forces. The study recommends increasing coupler knuckle yield strength to 2450 kN. The increased knuckle yield strength is still lower than that of the chassis, which is able to meet system design requirement; it also enables the locomotive to hill-start by using traction throttles of 80, 90, and 100% with safety factors of 1.3, 1.2 and 1.1 respectively.

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Examining longitudinal train dynamics in ore car tipplers

Cited by 10 publications

References 20 publications

Development and validation of a new code for longitudinal train dynamics simulation

Development and validation of a new code for longitudinal train dynamics simulation

A review on design and testing methodologies of modern freight train draft gear system

Hill-starting a heavy haul train with a 24-axle locomotive

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