Browse Topic: Railway vehicles and equipment
The height valve adjusting rod is an important part of the suspension system, used to adjust the height of the train to adapt to the train through the curve, slope or uneven track when the height valve adjusting rod fracture failure, the train’s suspension system can not be adjusted normally, may lead to the height of the train is too high or too low, affecting the stability of the train and the driving safety. In this paper, an underground vehicle height valve adjusting rod fracture failure of the problem was studied and analysed, the specific conclusions are as follows: height valve adjusting rod there are two main vibration frequency, 60Hz and 340Hz, 60Hz main frequency has always existed, and 340Hz vibration frequency are present in part of the interval, but also caused by the vehicle vibration of the main reason for the local larger; height valve adjusting rod stress there is also a significant vibration The main frequency of 340Hz, similar to the vibration characteristics of the vibration response, the main frequency of vibration only exists in part of the interval, and is the main reason for the stress is locally large; comprehensive consideration of the vehicle vibration state and stress level, 340Hz rail grinding frequency is the main reason for the height valve regulator vibration level and the stress level is obviously increased, but also led to the failure of the height valve regulator; can be achieved by grinding rail Or improve the structure of the crossbar so that the inherent modal frequency of the crossbar is far away from the wave abrasion frequency, which can provide a certain reference significance for other urban rail vehicle projects to solve such problems.
This document details one of the connections of the SAE J3105 document. The connections are referenced in the scope of the main document SAE J3105. SAE J3105/2 details the vehicle-mounted pantograph, or the bus-up connection. All the common requirements are defined in the main document; the current document provides the details of the connection. This document covers the connection interface relevant requirements for an electric vehicle power transfer system using a conductive automated charging device based on a conventional rail vehicle pantograph design. To allow interoperability for on-road vehicles (in particular, buses and coaches), one configuration is described in this document. Other configurations may be used for non-standard applications (for example, mining trucks or port vehicles).
Energy flow control and management in a vehicle is an essential aspect of the design process. These solutions are particularly important in the case of vehicles that do not have an external energy source, such as railway vehicles equipped with innovative energy storage technologies. The article presents analyzes of the theoretical energy consumption in a three-car passenger rail vehicle of Polish production, which was equipped with electric energy storage for the purposes of the simulation. An algorithm was developed in the Matlab program for research purposes, which was used to calculate the energy flow in a vehicle traveling along the test route between stations A and B, 73.5 km long, with 18 intermediate stations. During one simulation, the vehicle travels this route back and forth. The article presents the results of six theoretical test runs, which differed in the charging procedure of the vehicle energy storage systems during the travel along the test route. For the test drive simulations in the first variant, it was assumed that the vehicle does not consume energy from the overhead catenary, or from a stationary energy source, during stops at stations. In this situation, the train must have accumulated sufficient energy to cover the entire route back and forth before departing from station A. For the test drive simulations in the second variant, it was established that between stations A and B there are two sections with an overhead catenary, each about 10 km long, where the energy storage systems will be charged, i.e. four charging sections on the whole route. The drive simulations in the third variant are identical to the ones in the second variant, with the difference that the station B in the middle of the journey (30 minutes into the drive test) causes additional energy consumption during the vehicle stop. The simulations have shown that compared to the first variant tested a drive in the second variant could be carried out with an energy storage system of only half the original capacity, while in the third variant a storage system with only a quarter of the original capacity would be sufficient.
The railway network is the backbone of the transportation system in India, connecting remote villages and towns with metropolitan cities across the country. Recent government initiatives aim to revamp and modernize the entire network by 2030 and the past couple of years have brought many changes to the rail system.
The present article analyzes the influence of the track and rail vehicle vibrations on the biodynamic human subject. A mathematical model of 47 degrees of freedom (DoF) human body-vehicle-track vibratory system is formulated for the analysis of ride behavior of the vehicle and human body system. The human body, vehicle, and track system are assigned 7 DoF, 37 DoF, and 3 DoF, respectively, and the system is formulated using Newton’s method. Stationary random irregularities of the track are accounted for in the analysis, represented by the power spectral density (PSD) function, and are used as an input to the system. The ride comfort of the rail vehicle is examined based on the International Organization of Standardization (ISO) comfort specifications. The biodynamic human subject, vehicle, and track system are evaluated independently and integrated to examine the response of one system due to the excitation of another.
This paper describes a system-level view of a fully automated transit system comprising a fleet of automated vehicles (AVs) in driverless operation, each with an SAE level 4 Automated Driving System, along with its related safety infrastructure and other system equipment. This AV system-level control is compared to the automatic train control system used in automated guideway transit technology, particularly that of communications-based train control (CBTC). Drawing from the safety principles, analysis methods, and risk assessments of CBTC systems, comparable functional subsystem definitions are proposed for AV fleets in driverless operation. With the prospect of multiple AV fleets operating within a single automated mobility district, the criticality of protecting roadway junctions requires an approach like that of automated fixed-guideway transit systems, in which a guideway switch zone “interlocking” at each junction location deconflicts railway traffic, affirming safe passage. The analogous AV protection safety subsystem is defined as fail-safe equipment that monitors roadway intersections and junctions, communicates traffic signal status, perceives and communicates alerts and signals to AV connected vehicles concerning potential unsafe conditions, and performs related primary safety functions. Conclusions are drawn that the AV protection roadway intersection functions must be performed by local roadside equipment dedicated to protecting each roadway intersection and junction. Further, it is concluded that the communications technology connecting the infrastructure with the vehicle to perform this vital, fail-safe protection should meet specific functional and performance criteria.
Under the action of strong wind, the aerodynamic behavior of a locomotive at high velocity changes significantly, which declines the safe operation of the vehicle. Using the shape of a locomotive used in India, the aerodynamic characteristics of a locomotive are investigated with the help of the computational fluid dynamics (CFD) numerical simulation method, which is based on a variation of aerodynamics force and moment with wind speed, train speed, and nose shape. Moreover, determining a correlation between different design parameters and the aerodynamic drag requires complicated algorithms. In this paper, the objective is to optimize the locomotive drag and aerodynamics force using the multi-objective optimization method (MOOM). In this technique, the evolutionary algorithm, configuration parameterization method, and computer simulation are used The Pareto optimal results are determined by the calculation of 10th generation evolutionary with 512 individuals. The outcome of the analysis indicates that both the objectives are effectively optimized, which suggests that the optimization technique used in this research work efficiently enhances the optimization performance and matches the practical aspects.
Petroleum products are used to power internal combustion engines (ICEs). Emissions and depletion of petroleum reserves are important questions that need to be answered to ensure existence of ICEs. Indian Railways (IR) operates diesel locomotives, which emit large volume of pollutants into the environment. IR is looking for an alternative to diesel for powering the Locomotives. Methanol has emerged as a replacement for petroleum fuels because it can be produced from renewable resources as well as from non-renewable resources in large quantities on a commercially viable scale. It has similar/superior physico-chemical properties, which reduce tailpipe emissions significantly. It is therefore necessary to understand the in-cylinder phenomenon in methanol fueled engines before its implementation on a large-scale. In this study, efforts have been made to understand the in-cylinder phenomenon in large-bore locomotive engines using CFD tools. 3-D model was prepared and validated using the experimental data of the baseline diesel. Afterward, this validated model was modified for 90% diesel replacement (on energy basis) by methanol in the engine by employing high pressure direct injection (HPDI) technique via a co-axial injector. Pilot diesel injection was used to ignite the methanol-air mixture. Optimized dimensions of co-axial injector obtained from 1-D simulation were used as primary inputs to the 3-D model. This study provided insights into complex combustion phenomenon of methanol-fueled locomotive engine using HPDI technique. 3-D model was used to understand spatial and temporal variations of different combustion parameters such as in-cylinder pressure variations, temperature variations, fuel-air mixing processes, etc. From the simulation study, it was concluded that locomotive engine fueled with methanol and pilot diesel shows more homogeneous fuel-air mixture compared to only diesel fueling. Also, the maximum in-cylinder temperature for methanol fueled locomotive was found significantly lesser vis-à-vis diesel-fueled which led to lesser NOx formation.
By my count, more than 40 new electric vehicles are due to enter the North American market in 2021-2022. They're just the tip of a pipeline loaded with many more EVs to come. How will consumers respond? The electrified onrush arrives in parallel with new U.S. president Joe Biden, whose agenda includes rejoining the Paris Climate Accord and proposed clean-energy and infrastructure initiatives worth $3.5 trillion. Included is his pledge to create 550,000 EV charging stations nationwide. Additionally, Biden's interconnected environmental and surface transportation plans (what we know of them so far) include zero-emissions public transit for every U.S. city of more than 100,000 residents and a tripling of funding for Amtrak's passenger-rail network. To be sure, the Democrat-led federal government will be “green” and regulatorily energized across the mobility fronts.
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