The effect of train composition on the running safety of low-flatcar wagons in braking and curving manoeuvres

Gialleonardo, Egidio Di; Cazzulani, Gabriele; Melzi, Stefano; Braghin, Francesco

doi:10.1177/0954409716636923

Cited by 11 publications

(4 citation statements)

References 13 publications

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“…Studies performed by Di Gialleonardo et al. 15 for different types of curves also show similar observations in their calculation of under-steering yaw moment as a result of the simultaneous compression of the inner buffers. The variation of buffer angles and their difference over the period of passing through the S-curve for two different radii, 150 m and 190 m, are shown along with their maximum values in Figure 6(b).…”

Section: Modellingsupporting

confidence: 72%

“…The effect of train composition for instance, on the running safety of wagons in critical infrastructure sections was investigated by Di Gialleonardo et al. 15 Some of the issues include: Wagon arrangement : The order in which different wagons, including their payloads, are arranged while building the train. Effectively, it could lead to varying tolerable LCFs for different configurations of the train built from the same set of wagons, passing on the same track but arranged in a different order.…”

Section: Methodsmentioning

confidence: 99%

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Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Krishna

Berg

Stichel

2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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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.

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Section: Modellingsupporting

confidence: 72%

Section: Methodsmentioning

confidence: 99%

Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Krishna

Berg

Stichel

2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…The empty wagon in the middle was seen to mostly derail near the point when it aligns with maximum yaw angle, exerted from its neighboring wagons on either side. This gives rise to high understeering yaw moment 21 and high moments due to opposing lateral buffer forces on either side of the wagon. The tightest S-curve (S150) represents the S-curve used in the on-track propelling tests while S190 represent the tightest S-curves found in the German railway network.…”

Section: Modeling Methodologiesmentioning

confidence: 99%

An integrated numerical framework to investigate the running safety of overlong freight trains

Krishna

Jobstfinke

Melzi

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part F:

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Long freight trains up to 1500 m in length are currently not in regular operation in Europe. One of the important reasons for the same is high inter-wagon forces generated during the operation, especially when pneumatic (P-type) brake systems are used. For long trains with multiple locomotives at different positions along the train, radio communication with necessary fail-safe mechanisms can be used to apply the brakes. Long freight train operation on a given line is subjected to various attributes such as braking/traction scenarios, loading patterns, wagon geometries, brake-block materials, buffer types, track design geometries, etc., which are referred to as heterogeneities. The complex longitudinal train dynamics arising in the train due to various heterogeneities play a major role in determining its running safety. In this context, the maximum in-train force refers to the maximum force developed between any two wagons along the train during operation. The tolerable longitudinal compressive force is the maximum compressive force that can be exerted on a wagon without resulting in its derailment. Here, the authors adopt a bottom-up approach to model pneumatic braking systems and inter-wagon interactions in multibody simulation environments to study the complex longitudinal train dynamics behavior and estimate maximum in-train forces and tolerable longitudinal compressive forces, subjected to various heterogeneities. These two force quantities intend to facilitate a given freight train operation by providing guidelines regarding the critical heterogeneities, that currently limit its safe operation. In doing so, the authors propose the notion to have an operation-based approval for long freight trains using the simulations-based tool.

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“…Train braking dynamics is an important research topic for railway engineering science. It has a wide spectrum of applications such as train braking performance assessments, 1 brake system designs, 2 Communication Based Train Control (CBTC), 3 Automatic Train Operation (ATO), 3 train make-up designs, 4 train energy assessments, 5 and condition monitoring. 6 Brake models have various forms and levels of complexity.…”

Section: Introductionmentioning

confidence: 99%

Co-simulation methods for train braking dynamics

Spiryagin

Liu

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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The development of train dynamics models usually started with simplified empirical air brake models. Fluid dynamic air brake models are sometimes required for train dynamics simulations to utilise their advantages in physical descriptions and model scalabilities. Due to the high complexity of fluid dynamic air brake models, the most economic approach to add such models to train dynamics simulation is via co-simulations. This paper presents three methods that can be used for co-simulations of train braking dynamics. These models are based on Transmission Control Protocol/Internet Protocol (TCP/IP), Open Multi-Processing (OpenMP), and Message Passing Interface (MPI) techniques, respectively. Requirements for co-simulations of train braking dynamics are discussed. Code structures regarding how to implement these techniques for train braking dynamics simulations are presented and discussed. Demonstrative simulations using dummy programs are presented to show the effectiveness of these methods. Comparatively, OpenMP, MPI, and TCP/IP have an increasing level of complexity for implementations as well as commination time overhead. OpenMP and MPI also allow parallel computing to increase computing speeds. For the case of train braking dynamics simulations, the authors’ recommendation regarding the optimum application sequence is OpenMP, MPI, and TCP/IP.

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The effect of train composition on the running safety of low-flatcar wagons in braking and curving manoeuvres

Cited by 11 publications

References 13 publications

Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

An integrated numerical framework to investigate the running safety of overlong freight trains

Co-simulation methods for train braking dynamics

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