Academic literature on the topic 'A (Locomotive)'
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Journal articles on the topic "A (Locomotive)"
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Kebriaei, Mohammad, Mohammad Ali Sandidzadeh, Behzad Asaei, and Ahmad Mirabadi. "Component sizing and intelligent energy management of a heavy hybrid electric vehicle based on a real drive cycle." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 1 (2016): 122–32. http://dx.doi.org/10.1177/0954409715622501.
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In this paper, hybridizing a heavy vehicle is developed. A switcher locomotive is considered for hybridization. Due to their low operational speed, the switcher locomotives require much lower power when compared to other types of locomotives. Besides, switcher locomotives have higher loss of energy due to their frequent starting and stopping. Hybrid-powered transit vehicles are considered to be excellent replacements for ordinary transit vehicles, since hybrid powered vehicles are equipped with more than one traction power sources. Therefore, a switcher locomotive’s driving cycle is derived from the measured field data and used to calculate and design the hybrid vehicle’s components. A “fuzzy controller” is used to plan a suitable controller for the designed hybrid locomotive. Comparisons show a substantial decrease, both in the fuel consumption and the pollutions of the designed hybrid switcher locomotive versus the conventional diesel-electric locomotives.
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Saadat, M., M. Esfahanian, and MH Saket. "Reducing fuel consumption of diesel-electric locomotives using hybrid powertrain and fuzzy look-ahead control." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 4 (2016): 406–18. http://dx.doi.org/10.1177/0954409716631010.
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Diesel-electric locomotives consume a significant amount of fuel in rail transportation systems. The power transmission system of these locomotives is similar to that of hybrid electric vehicles, so the available diesel-electric locomotives can be promoted to series hybrid locomotives by adding an energy storage source. In this study, the GM SD40-2 locomotive is considered as a case study and the series hybrid structure for this locomotive is designed and simulated by adding a lithium-ion battery pack. Additionally, control strategy plays an important role in reducing the amount of fuel consumed by hybrid electric vehicles. The fuzzy look-ahead control is applied as an online approach for fuel consumption reduction in railway transportation. A fuzzy controller modifies throttle position by accounting for the battery state of charge, the gradient and desired speed of the path ahead. The model developed in this study for train motion simulation considers the locomotive subsystems and satisfies the experimental fuel consumption data specified in the locomotive’s catalog. A simulation of a freight train with the GM SD40-2 locomotive on a local track showed considerable improvement of fuel economy when using series hybrid structure in conjunction with our proposed algorithm for diesel-electric locomotives.
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Michalak, Piotr, Jerzy Merkisz, Włodzimierz Stawecki, Maciej Andrzejewski, and Paweł Daszkiewicz. "The selection of the engine unit - main engine generator during the modernization of the 19D/TEM2 locomotive." Combustion Engines 182, no. 3 (2020): 38–46. http://dx.doi.org/10.19206/ce-2020-307.
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The paper aims to present a generating set selection methodology for a modernized diesel locomotive. An analysis of the number of rolling stock, with particular emphasis on the number of diesel locomotives owned by national carriers was performed. Based on the popularity of the locomotives operated on Polish railways, the TEM2 locomotive was chosen to be the base reference for the modernized 19D locomotive described in the paper. The scope of the locomotive's modernization was described. Modernization included: replacement of the internal combustion engine, replacement of the generator set, installation of a new braking system with a pneumatic board and air preparation and treatment system, application of a modern control and diagnostics system with anti-slip system at start-up and braking, and the installation of railway traffic safety devices.
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Domanov, Kirill, Vasily Cheremisin, and Anatoly Borodin. "Traction capabilities of a dual-voltage electric locomotive 2EV120 on the West Siberian Railway." MATEC Web of Conferences 239 (2018): 01031. http://dx.doi.org/10.1051/matecconf/201823901031.
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The paper discusses the traction parameters of an electric locomotive of a new generation. The existing schemes of sections served by electric locomotives and locomotive crews at the studied railway operating domain are presented. A comparison of the main parameters of DC and single-phase AC electric locomotives, the operation of which is currently organized at sections with trains of estimated weight in the long-term traction mode on the ground slopes with different steepness, is made. The scheme of the proposed organization of operation of dual-voltage electric locomotive and locomotive crews is presented. Traction parameters of a dual-mode electric locomotive are calculated, taking into account the plan and profile of the track at the proposed sections of operation, the specific basic resistance to the movement of the locomotive and the train at the estimated speed, the specific accelerating and decelerating forces of the train. When dual-mode electric locomotives are put into operation, it will be possible to reduce the fleet of locomotives in operation, the number of locomotive runs due to their lengthening, and the number of locomotive crew relief points, reduce the transit time of freight trains, increase technical and service speed, average daily mileage and average daily performance of the locomotive, reduce power consumption for traction. The operation of such electric locomotives contributes to the development of technologies for rail traffic management and the improvement of quantitative and qualitative indicators of various railway facilities.
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Moedinger, Linn W. "Rolling Back Home." Mechanical Engineering 137, no. 10 (2015): 36–43. http://dx.doi.org/10.1115/1.2015-oct-2.
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This article relates history and various aspects of steam locomotive boilers and their relevance in present and future. Prior to 1950, boilers for steam locomotives were built in the United States using primarily lower carbon steel products. The Subgroup on Locomotive Boilers was formed in 2010. Four and a half years later, its work was published as Part PL, Requirements for Locomotive Boilers. The ASME’s Subgroup for Steam Locomotives has taken the approach of codifying both best practices and Code material from steam days. The new locomotive code, Part PL in Section I can truly be looked at as a beginning. New materials and methods will now have a place to be vetted within the unique perspective of steam locomotive operation so as to ensure safe steam locomotive boilers for centuries to come.
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WU, Zhenfeng, Yanzhong HUO, Wangcai DING, and Zihao XIE. "Bionic shape design of electric locomotive and aerodynamic drag reduction." Archives of Transport 4, no. 48 (2018): 99–109. http://dx.doi.org/10.5604/01.3001.0012.8369.
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Bionics has been widely used in many fields. Previous studies on the application of bionics in locomotives and vehicles mainly focused on shape optimisation of high-speed trains, but the research on bionic shape design in the electric locomotive field is rare. This study investigated a design method for streamlined electric locomotives according to the principles of bionics. The crocodiles were chosen as the bionic object because of their powerful and streamlined head shape. Firstly, geometric characteristic lines were extracted from the head of a crocodile by analysing the head features. Secondly, according to the actual size requirements of the electric locomotive head, a free-hand sketch of the bionic electric locomotive head was completed by adjusting the position and scale of the geometric characteristic lines. Finally, the non-uniform rational B-splines method was used to establish a 3D digital model of the crocodile bionic electric locomotive, and the main and auxiliary control lines were created. To verify the drag reduction effect of the crocodile bionic electric locomotive, numerical simulations of aerodynamic drag were performed for the crocodile bionic and bluff body electric locomotives at different speeds in open air by using the CFD software, ANSYS FLUENT16.0. The geometric models of crocodile bionic and bluff body electric locomotives were both marshalled with three cars, namely, locomotive + middle car + locomotive, and the size of the two geometric models was uniform. Dimensions and grids of the flow field were defined. And then, according to the principle of motion relativity, boundary conditions of flow field were defined. The results indicated that the crocodile bionic electric locomotive demonstrated a good aerodynamic performance. At the six sampling speeds in the range of 40–240 km/h, the aerodynamic drag coefficient of the crocodile bionic electric locomotive decreased by 7.7% on the average compared with that of the bluff body electric locomotive.
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Su, Ruiye, Leishan Zhou, and Jinjin Tang. "Locomotive Schedule Optimization for Da-qin Heavy Haul Railway." Mathematical Problems in Engineering 2015 (2015): 1–14. http://dx.doi.org/10.1155/2015/607376.
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The main difference between locomotive schedule of heavy haul railways and that of regular rail transportation is the number of locomotives utilized for one train. One heavy-loaded train usually has more than one locomotive, but a regular train only has one. This paper develops an optimization model for the multilocomotive scheduling problem (MLSP) through analyzing the current locomotive schedule of Da-qin Railway. The objective function of our paper is to minimize the total number of utilized locomotives. The MLSP is nondeterministic polynomial (NP) hard. Therefore, we convert the multilocomotive traction problem into a single-locomotive traction problem. Then, the single-locomotive traction problem (SLTP) can be converted into an assignment problem. The Hungarian algorithm is applied to solve the model and obtain the optimal locomotive schedule. We use the variance of detention time of locomotives at stations to evaluate the stability of locomotive schedule. In order to evaluate the effectiveness of the proposed optimization model, case studies for 20 kt and 30 kt heavy-loaded combined trains on Da-qin Railway are both conducted. Compared to the current schedules, the optimal schedules from the proposed models can save 62 and 47 locomotives for 20 kt and 30 kt heavy-loaded combined trains, respectively. Therefore, the effectiveness of the proposed model and its solution algorithm are both valid.
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Vorobiyov, Alexander, Alexey Skrebkov, Andrey Lamkyn, and Denis Bodrikov. "THE STUDY OF RUNNING AND MAINTENANCE PROCESS OF ELECTRIC LOCOMOTIVES WITH BIG DATA AND SIMULATION MODELING TOOLS." Bulletin of scientific research results, no. 4 (December 17, 2017): 190–98. http://dx.doi.org/10.20295/2223-9987-2017-4-190-198.
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Objective: To detect random components in the locomotive time budget and assess the efficiency of locomotive operation organization at a testing ground of the railroad. To optimize the system parameters of maintenance and operation of 2ES5K series electric locomotives, according to the factual data of their operation. To compare availability indices before and after the transition to service maintenance. Methods: The methods of probability theory, mathematical statistics, estimation and process-based simulation modeling were applied. Results: A list of typical for locomotive states was revealed in the process of its operation. The matrix of locomotive transitions between its states was built. Theoretical distribution laws and their numerical characteristics were determined for the components of locomotive time budget. It was established, that the types of distribution laws and their numerical characteristics differ before and after the transition to service maintenance. A discrete-event simulation model was developed in the programming environment of AnyLogic, which takes into account the dynamics of the system under examination with initial data variations for the calculation of operation and performance coefficients of locomotives. Practical importance: The simulation of 50 000 000 minutes (about 100 years) duration operating cycle of the locomotive made it possible to conclude, that the transition to service maintenance raises the efficiency of locomotive operation by way of increasing operation and performance coefficients. The designed simulation model may be applied for the solution of other optimization problems, for instance the determination of the required amount of operational fleet locomotives for the specified amount of traffic, the selection of rational sections for regular locomotives and locomotive crews.
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Samuylov, Valeriy M., Dmitry G. Nevolin, and Sofia A. Pischikova. "Effective use of gas-turbine locomotives in the Middle Urals." Innotrans, no. 2 (2020): 61–66. http://dx.doi.org/10.20291/2311-164x-2020-2-61-66.
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The history of gas-turbine locomotive building is reviewed in the article, the principal characteristics of gas-turbine locomotives are introduced, the analysis of using gas-turbine locomotives on the Sverdlovsk railway is conducted. The advantages, disadvantages and results of operation of ГТ1h-002 gas-turbine locomotive are given consideration.
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Liudvinavičius, Lionginas, Leonas Povilas Lingaitis, Stasys Dailydka, and Virgilijus Jastremskas. "THE ASPECT OF VECTOR CONTROL USING THE ASYNCHRONOUS TRACTION MOTOR IN LOCOMOTIVES." TRANSPORT 24, no. 4 (2009): 318–24. http://dx.doi.org/10.3846/1648-4142.2009.24.318-324.
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The article examines curves controlling asynchronous traction motors increasingly used in locomotive electric drives the main task of which is to create a tractive effort‐speed curve of an ideal locomotive Fk = f(v), including a hyperbolic area the curve of which will create conditions showing that energy created by the diesel engine of diesel locomotives (electric locomotives and in case of electric trains, electricity taken from the contact network) over the entire range of locomotive speed is turned into efficient work. Mechanical power on wheel sets is constant Pk = Fkv = const, the power of the diesel engine is fully used over the entire range of locomotive speed. Tractive effort‐speed curve Fk(v) shows the dependency of locomotive traction power Fk on movement speed v. The article presents theoretical and practical aspects relevant to creating the structure of locomotive electric drive and selecting optimal control that is especially relevant to creating the structure of locomotive electric drive using ATM (asynchronous traction motor) that gains special popularity in traction rolling stock replacing DC traction motors having low reliability. __e frequency modes of asynchronous motor speed regulation are examined. To control ATM, the authors suggest the method of vector control presenting the structural schemes of a locomotive with ATM and control algorithm.
Dissertations / Theses on the topic "A (Locomotive)"
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Rowson, Quinton Anthony. "Steady-state vibration of DFT locomotive cabs." Thesis, University of Canterbury. Mechanical Engineering, 2001. http://hdl.handle.net/10092/6624.
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Back injuries and other illnesses for Tranz Rails Locomotive Engineers, is claimed to be
attributed to vibration of locomotive cabs. The purpose of this research was to conduct a
study in order to determine the complex motion of a DFT locomotive cab and to
objectively and quantifiably measure the vibration present in the locomotive.
This thesis examines the ability of a six Degrees Of Freedom rigid body mathematical
model of a DFT locomotive cab to determine the natural frequencies present. The goal
was to use this model to provide information on different mount alternatives, in order to
reduce vibration. The results of this model were inadequate for the selection of another
elastomeric mounting alternative. While experimental test of the locomotive cab showed
that the rigid body assumption was valid it was found that there are other continuous
vibrations and non-linear effects that are also very important in determining cab
vibration.
Auto-correlation results from acceleration measurements at the base of the mounts were
overlaid with the cross-correlation of the acceleration measurements of the cab side of the
mounts. These results showed that the current mounts have 100% transmissibility. In
some cases and directions the mount was shown to actually amplify the vibrational input
from the locomotive.
The amplitude of the steady-state vibration of the locomotive cab that was being
transmitted was so great that it rendered the dynamic characteristics of the cab
insignificant. From the experimental results, the elastomeric mounts were found to be
incapable of attenuating the vibration. In addition, the vibration levels due to locomotive
running are found to be well above comfort levels of various publications.
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Amandus, Nicholas P. "Locomotive emissions effects due to engine configuration." Morgantown, W. Va. : [West Virginia University Libraries], 2003. http://etd.wvu.edu/templates/showETD.cfm?recnum=3072.
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Thesis (M.S.)--West Virginia University, 2003.<br>Title from document title page. Document formatted into pages; contains xiii, 164 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 85-87).
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Scholz, Volker. "Knowledge-based locomotive planning for the Swedish railway." [S.l.] : Universität Stuttgart , Fakultät Informatik, 1998. http://www.bsz-bw.de/cgi-bin/xvms.cgi?SWB7400642.
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Mettling, Lorrayne. "All aboard the literacy locomotive a grant proposal /." Online version, 2008. http://www.uwstout.edu/lib/thesis/2008/2008mettlingl.pdf.
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Villabona, Timothy J. "Design and experimental analysis of legged locomotive robots." Thesis, Massachusetts Institute of Technology, 2009. http://hdl.handle.net/1721.1/54484.
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Thesis (S.B.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2009.<br>Cataloged from PDF version of thesis.<br>Includes bibliographical references (p. 20-21).<br>In this thesis, I present the design and motion-capture analysis of two previously well-studied dynamic-walking machines, the rimless wheel and the compass gait robot. These robots were the basis for my undergraduate research at the Computer Science/Artificial Intelligence Laboratory (CSAIL) at the Massachusetts Institute of Technology. The rimless wheel is a real-world physical realization built to compare to a long-analyzed model, the simplest example of passive dynamic walking. Despite the seemingly deterministic model, undeniable experimental evidence for unpredictable stochasitic behavior is observed. The compass gait is the second iteration of a previous design by Dr. Fumiya Iida in my laboratory. Both machines are among the most fundamental walking models, and are important for developing energy-efficient dynamic walkers.<br>by Timothy J. Villabona.<br>S.B.
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Akli, Cossi Rockys. "Conception systémique d'une locomotive hybride autonomeApplication à la locomotive hybride de démonstration et d'investigations en énergétique LHyDIE développée par la SNCF." Toulouse, INPT, 2008. http://ethesis.inp-toulouse.fr/archive/00000649/.
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Dans le cadre du projet PLATHEE la SNCF et le laboratoire LAPLACE s'intéressent à la conception, au dimensionnement et à la gestion d'énergie d'une locomotive hybride autonome baptisée LHYDIE. La locomotive hybride est constituée d'un groupe diesel couplé à des accumulateurs Ni-Cd et des supercondensateurs. Une première phase d'étude selon une approche de « conception séquentielle » a permis, à partir d'une architecture pré définie, de synthétiser une stratégie de gestion d'énergie puis de dimensionner les éléments de la locomotive. Une seconde phase d'étude a consisté à reprendre le problème selon une démarche de conception simultanée, basée sur un modèle systémique dimensionnel couplé à un outil d'optimisation multicritère. Les dimensions et choix en termes de stratégie de gestion issus de cette thèse sont directement exploités sur la locomotive LHYDIE, actuellement en cours de construction<br>In the framework of the PLATHEE project, SNCF and LAPLACE laboratory are together involved with other partners in the design, the energy management and the sizing of a hybrid locomotive so-called LHYDIE. This hybrid locomotive integrates a diesel generator coupled with Ni-Cd accumulators and supercapacitors. Based on a "sequential design approach", starting from a pre-defined architecture, the first step deals with the synthesis of the energy management strategy followed by the system sizing. A second step of this study consists in a revision of the design process following a "simultaneous design approach" based on a systemic modelling coupled with a multi criteria optimisation tool. Design choices in terms of sizing and energy management are directly exploited and adapted on the LHYDIE locomotive prototype actually built in SNCF facilities
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Sundström, David. "Numerical optimization of pacing strategies in locomotive endurance sports." Doctoral thesis, Mittuniversitetet, Avdelningen för kvalitetsteknik, maskinteknik och matematik, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:miun:diva-26925.
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This thesis is devoted to the optimization of pacing strategies in two locomotive endurance sports; cross-country skiing and road cycling. It has been established that constant pace and variable power distributions are optimal if purely mechanical aspects of locomotion are considered in these sports. However, there is a lack of research that theoretically investigates optimal pacing for real world athletes who are constrained in their ability to generate power output through the bioenergetics of the human body. The aims of this thesis are to develop numerical pacing strategy optimization models and bioenergetic models for locomotive endurance sports and use these to assess objectives relevant in optimal pacing. These objectives include: Investigate the impact of hills, sharp course bends, ambient wind, and bioenergetic models on optimal pacing and assess the effect of optimal pacing strategies on performance. This thesis presents mathematical models for optimization of pacing strategies. These models are divided into mechanical locomotion, bioenergetic, and optimization models that are connected and programmed numerically. The locomotion and bioenergetic models in this thesis consist of differential equations and the optimization model is described by an iterative gradient-based routine. The mechanical model describes the relation between the power output generated by an athlete and his/her locomotion along a course profile, giving the finishing time. The bioenergetic model strives to mimic the human ability to generate power output. Therefore, the bioenergetic model is set to constrain the power output that is used in the mechanical locomotion model. The optimization routine strives to minimize the finishing time in the mechanical locomotion model by varying the distribution of power output along the course, still satisfying the constraints in the bioenergetic model. The studies contained within this thesis resulted in several important findings regarding the general application of pacing strategies in cross-country skiing and road cycling. It was shown that the constant pace strategy is not optimal if ambient conditions change over the course distance. However, variable power distributions were shown beneficial if they vary in parallel with course inclination and ambient winds to decrease variations in speed. Despite these power variations, speed variations were not eliminated for most variable ambient conditions. This relates to the athlete’s physiological restrictions and the effect of these are hard to predict without thorough modeling of bioenergetics and muscle fatigue. Furthermore, it vi was shown that substantial differences in optimal power distributions were attained for various bioenergetic models. It was also shown that optimal braking and power output distributions for cycling on courses that involve sharp bends consisted of three or four phases, depending on the length of the course and the position of the bends. The four phases distinguished for reasonably long courses were a steady-state power phase, a rolling phase, a braking phase, and an all-out acceleration phase. It was also shown that positive pacing strategies are optimal on relatively long courses in road cycling where the supply of carbohydrates are limited. Finally, results indicated that optimal pacing may overlook the effect of some ambient conditions in favor of other more influential, mechanical or physiological, aspects of locomotion. In summary, the results showed that athletes benefit from adapting their power output with respect not only to changing course gradients and ambient winds, but also to their own physiological and biomechanical abilities, course length, and obstacles such as course bends. The results of this thesis also showed that the computed optimal pacing strategies were more beneficial for performance than a constant power distribution. In conclusion, this thesis demonstrates the feasibility of using numerical simulation and optimization to optimize pacing strategies in cross-country skiing and road cycling.<br>Avhandlingen handlar om optimering av farthållningsstrategier inom längdskidåkning och landsvägscykling. Det finns ett utbrett stöd för att konstant fart och varierande effektfördelningar är optimala om endast mekaniska aspekter beaktas i dessa sporter. Ändå saknas teoretiska studier som undersöker optimal farthållning för verkliga idrottsutövare som är begränsade i sin förmåga att generera effekt genom kroppens bioenergetiska system. Målen med den här avhandlingen är att utveckla metoder för bioenergetik och optimering av farthållningsstrategier i uthållighetsidrott. Dessutom är målet att undersöka påverkan av backar, svängar, omgivande vind och bioenergetisk modellering på den optimala farthållningsstrategin samt att utreda potentialen till prestationsförbättring med optimala farthållningsstrategier. Avhandling presenterar matematiska modeller för optimering av farthållningsstrategier. Dessa modeller delas in i en mekanisk modell för förflyttning, en bioenergetisk modell och en optimeringsmodell. De mekaniska och bioenergetiska modellerna som presenteras i avhandlingen består av differentialekvation och optimeringsmodellen utgörs av en gradient-baserad algoritm. Den mekaniska modellen beskriver förhållandet mellan utövarens effekt och den resulterande rörelsen längs banan som ger tiden mellan start och mål. Den bioenergetiska modellen beskriver människokroppens olika energisystem och dess begränsningar att generera effekt. Den bioenergetiska modellen interagerar med optimeringsmodellen genom att utgöra dess begränsningar för vad den mänskliga kroppen klarar av. Sammanfattningsvis försöker optimeringsmodellen minimera tiden mellan start och mål i den mekaniska modellen genom att variera effekten längs banan. Samtidigt ser optimeringsmetoden till att denna effektfördelning inte kränker den bioenergetiska modellen. Studierna som ingår i avhandlingen resulterade i flera viktiga upptäckter om generella tillämpningar av farthållningsstrategier inom längdskidåkning och landsvägscykling. Det visade sig att konstant fart inte är optimalt om omgivande betingelser varierade längs banans sträckning. Däremot var varierande effektfördelning fördelaktig om den varierar parallellt med banlutning och omgivande vindpåverkan för att minska fartens variationer. Trots denna variation, visade resultaten att fartvariationerna inte eliminerades helt. Detta har att göra med utövarens fysiologiska begränsningar, vars påverkan är svår att förutspå utan genomgående modellering av bioenergetik relaterat till muskeltrötthet. Dessutom viii visade resultaten att olika bioenergetiska metoder gav upphov till betydande skillnader i de optimala farthållningsstrategierna. Resultaten i avhandlingen visade också att optimal effektfördelning vid kurvtagning i landsvägscykling innehåller tre eller fyra faser. The fyra faser som var utmärkande på relativt långa banor var en tröskelfas, en rullfas, en bromsfas och en maximal accelerationsfas. Resultaten visar också att positiv farthållning är optimal på relativt långa banor i landsvägscykling där tillgången på kolhydrater är begränsad. Samtidigt visade resultaten på optimala farthållningsstrategier ibland att inverkan av omgivande betingelser förbisågs till fördel för med inflytelserika betingelser som påverkar framdrivningen. Sammantaget visar resultaten i denna avhandling att utövare gagnas av att anpassa effekten med hänsyn till varierande terräng, omgivande vind, atletens egen fysiologiska och biomekaniska förmåga, banans längd och hinder såsom kurvor. Resultaten visar också att de optimala farthållningsstrategier med varierande effektfördelning som beräknats i denna avhandling förbättrar prestationen jämfört med konstanta effektfördelningar. Sammanfattningsvis visar denna avhandling på möjligheterna att använda numerisk simulering och optimering för att optimera farthållningsstrategier i längdskidåkning och landsvägscykling.<br><p>Vid tidpunkten för disputationen var följande delarbeten opublicerade: delarbete 5 accepterat, delarbete 6 manuskript.</p><p>At the time of the doctoral defence the following papers were unpublished: paper 5 accepted, paper 6 manuscript.</p>
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Pendegrass, Barry L. "Periodic operation of a diesel locomotive for fuel optimization." Thesis, Virginia Polytechnic Institute and State University, 1985. http://hdl.handle.net/10919/104534.
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Verma, Amit Kumar. "Strategic placement of telemetry units and locomotive fuel planning." Diss., University of Iowa, 2014. https://ir.uiowa.edu/etd/1413.
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Telemetry units can be used to gauge inventory levels at customers. These readings can help prevent both stockouts and unnecessary deliveries. The research problem we address is where to place a limited number of telemetry units in order to reduce routing costs. Modeling this problem involves the consideration of both inventory theory as well as vehicle routing concepts. We model this problem with an integer program but solve with heuristics. Our results demonstrate that significant savings can be found with limited numbers of telemetry units. We then extend our results to consider the impact of correlation of customer usage on the placement of telemetry units and show even greater savings can be obtained. We also present a model that can be used for locomotive fuel planning. It decides where fuel trucks should be located as well as the volume of the fuel that should be delivered to each locomotive.
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DeLorenzo, Michael. "NUCARS Modeling of a Freight Locomotive with Steerable Trucks." Thesis, Virginia Tech, 1997. http://hdl.handle.net/10919/36664.
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The rail dynamics modeling package NUCARS has been used extensively to model freight cars. We have found that it can also be used effectively to model freight locomotives.
This thesis discusses the development of a NUCARS model to represent a six-axle freight locomotive equipped with steerable trucks. This includes separating it into a set of individual bodies, representing the suspension components as inter-body connections, and validation of the computer model. This model is then used to conduct a study of the impact on tangent track stability and curving performance of varying suspension parameters. It is found that the presence of damping in the system improves hunting stability, while increasing wheel conicity is harmful to stability and varying the flexicoiling stiffness has little effect. In curving, the clearances between the axles and truck frame are very important. Limiting these clearances in the steerable truck causes it to curve similar to a conventional straight locomotive truck and increases both the track force ratios and angles of attack. Increasing the wheel conicity increases an axle's tendency to align with the track and improves the locomotive's curving performance. The lateral stiffness of the inter-axle links and inter-motor links has little effect on the curving of the locomotive.<br>Master of Science
Books on the topic "A (Locomotive)"
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Group, Irish Traction, ed. Irish steam locomotive register. Irish Traction G roup, 1993.
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Rebirth of the Jupiter and the 119: Building the replica locomotives at Golden Spike. Southwest Parks & Monuments Association, 1994.
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Kokkins, Stephen J. Locomotive crashworthiness research: Locomotive crew egress evaluation. Federal Railroad Administration, Office of Research and Development, 2002.
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Rivard, Paul E. Lion: The history of an 1846 locomotive engine in Maine. Maine State Museum, 1987.
Find full textBook chapters on the topic "A (Locomotive)"
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Hudson, Martyn. "Locomotive cultures." In Species and Machines. Routledge, 2017. http://dx.doi.org/10.4324/9781315110165-5.
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Dincer, Ibrahim, Janette Hogerwaard, and Calin Zamfirescu. "Locomotive Prime Movers." In Clean Rail Transportation Options. Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-21726-0_3.
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Dincer, Ibrahim, Janette Hogerwaard, and Calin Zamfirescu. "Integrated Locomotive Systems." In Clean Rail Transportation Options. Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-21726-0_6.
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Vaidyanathan, Balachandran, and Ravindra K. Ahuja. "Locomotive Scheduling Problem." In Handbook of Operations Research Applications at Railroads. Springer US, 2015. http://dx.doi.org/10.1007/978-1-4899-7571-3_2.
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Hutchison, David Allan. "Locomotive Engine Oils." In Encyclopedia of Tribology. Springer US, 2013. http://dx.doi.org/10.1007/978-0-387-92897-5_1188.
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Highet, Campbell. "Historical Prologue." In Scottish Locomotive History. Routledge, 2021. http://dx.doi.org/10.1201/9781003208716-1.
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Highet, Campbell. "The Third Trend-Setter." In Scottish Locomotive History. Routledge, 2021. http://dx.doi.org/10.1201/9781003208716-4.
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Highet, Campbell. "John Farquharson McIntosh." In Scottish Locomotive History. Routledge, 2021. http://dx.doi.org/10.1201/9781003208716-9.
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Highet, Campbell. "Initial Stages." In Scottish Locomotive History. Routledge, 2021. http://dx.doi.org/10.1201/9781003208716-2.
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Highet, Campbell. "James Manson Leaves his Mark." In Scottish Locomotive History. Routledge, 2021. http://dx.doi.org/10.1201/9781003208716-7.
Full textConference papers on the topic "A (Locomotive)"
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Spiryagin, Maksym, Qing Wu, Yan Quan Sun, Colin Cole, and Ingemar Persson. "Locomotive Studies Utilizing Multibody and Train Dynamics." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2221.
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Locomotive traction studies have been extensively performed in multi-body software packages. Generally, these research activities have been focused on purely mechanical system design issues and, as a result, there is a limited amount of information available on modeling locomotives under the influence of traction/braking capabilities and train dynamics. Evidence of using results from longitudinal train dynamics simulations as input to locomotive dynamics simulations has also been limited and information on this is rarely presented in the public domain. This means that locomotive traction/braking studies are commonly focused on the dynamics of an individual locomotive and are limited in terms of implementation of intrain forces. Recent progress shows some activities involving the application of approximations of lateral coupler forces to replicate a locomotive’s dynamics on the track. However, such an approach has its own limitations and does not fully depict the real behavior of locomotives. At this stage, the optimal technique capable of covering all locomotive behavior issues when traveling in a train configuration is to use a co-simulation approach between a multibody software package and a train dynamics code. This paper describes a methodology for the development of such a technique and presents numerical experiments for locomotive dynamics studies. The results obtained from co-simulation runs for three heavy haul locomotives in a head-end consist, taking into account in-train forces and speeds, are discussed along with limitations found during the development process.
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Iden, Michael E., and Thomas Kennedy. "New Locomotives & Technologies: Reducing Operating & Market Failures Through Aggressive Use of Reliability Growth Testing (RGT)." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58360.
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Abstract Because of increasing interest and ongoing demand for reducing locomotive emissions, railroads and locomotive manufacturers may become involved in new propulsion technologies (such as fuel cells and new battery technologies) as eventual replacements for diesel-electric locomotives. Railroads and locomotive manufacturers (in the U.S. and elsewhere) have unfortunately had mixed results for decades in successfully introducing new locomotive models, power plants and new locomotive technologies with episodes of unacceptable levels of road failures, and post-delivery underperformance in terms of reliability, maintainability and operability. Occasionally, accumulative failures and performance shortfalls have resulted in excessive maintenance expenses and even premature retirement and scrappage of relatively “young” locomotive assets. A tool that should be used before new designs of locomotives (and locomotives with significant amounts of new technology) enter commercial production is Reliability Growth Testing (RGT). RGT requires and involves having a statistically significant number of “preproduction” locomotives (not experimental prototypes) operated and maintained under “real railroad” conditions (not exclusively at dedicated test facilities). RGT is always preceded by engineering analyses and design, production of preproduction components, test bench and test cell validation, etc, and is always followed by necessary redesign of components experiencing significant failures so that when commercial production is started the products have a high probability of meeting railroad customer expectations and requirements. Failure to do adequate RGT can produce a high risk of post-delivery failure for locomotive (and component) manufacturers, railroads and financial entities that mortgage new locomotives. RGT units can then, in fact, be reconfigured at the conclusion of RGT activity and delivered to a railroad as being “production compliant” units. Once any new locomotive has been “sold to the customer” it becomes a customer asset. Having to modify (“fix”) a marginal or “bad” locomotive design after a railroad customer has accepted it (sometimes multiple times!) is an unacceptable outcome in a locomotive’s early life.
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Jaumard, Brigitte, Huaining Tian, and Peter Finnie. "Best Compromise in Deadheading and Locomotive Fleet Size in Locomotive Assignment." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5770.
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We propose to investigate the best compromise between the number of deadheading operations and the size of a locomotive fleet with respect to locomotive assignment. Deadheading is evaluated in terms of the number of deadheading locomotives, the deadheading mileage and the deadheading cost. Numerical results are presented on data sets of Canada Pacific Railway for different values of the locomotive size.
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Glenn, W. Doug, Jose M. Casabianca, Shawn M. Gallagher, and Eric Dillen. "Testing Altitude Effects on Locomotive Emissions." In ASME 2004 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/icef2004-0804.
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The Environmental Protection Agency (EPA) has regulated that locomotives must comply with emissions regulations from sea level up to 2133 meters (7000 feet) altitude. GE Rail has assembled a mobile emissions test laboratory that can be taken by rail to desired testing locations of varying altitude anywhere in North America. This paper gives an overview of the mobile test laboratory’s make up and locomotive preparation for test. Testing was conducted as part of GE Rail’s development of 21st Century Locomotive. The paper presents test results of altitude effects on GE’s Evolution Series Locomotive including regulated emissions and engine performance. The Evolution Series Locomotive meets EPA Tier 2 locomotive emissions regulations applicable to new locomotives manufactured after January 1, 2005.
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Brabb, David C., Anand R. Vithani, and S. K. Punwani. "Onboard Locomotive Exhaust Emissions Measurement." In ASME 2007 Rail Transportation Division Fall Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/rtdf2007-46016.
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Limiting harmful locomotive exhaust emissions is important to the Nation’s health and safety. The Environmental Protection Agency (EPA) has comprehensive gaseous exhaust emissions (or referred to as emissions hereto) testing requirements in place. All current tests are conducted on stationary locomotives. This paper discusses the development of an efficient stationary emissions measurement system that is compact, portable, easy to use, and applicable to onboard locomotives for in-use, over-the-road testing. More efficient locomotive emissions testing and better understanding of in-use emissions would be beneficial to all stakeholders. Sharma & Associates, Inc., (SA) adapted an off-the-shelf, portable, on-road, heavy-duty diesel truck emissions analyzer for locomotive use. This process included development of the necessary peripheral equipment and a computer program to take the raw emissions and report them as brake-specific emissions rates and duty cycle emissions. This paper describes the use of this system on a stationary locomotive. The system is currently being fitted and tested for over-the-road use. The measurement of particulate matter and smoke opacity were out of scope of the phase of the project that this paper is based on and not addressed hereto.
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Iden, Michael E. "Battery Storage of Propulsion-Energy for Locomotives." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3805.
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Significant technical, regulatory and media attention has recently been given to the use of electrical storage batteries onboard a line-haul (long-distance) locomotive or “energy storage tender” (coupled adjacent to a locomotive) as a means of improving railroad fuel efficiency and reducing freight locomotive exhaust emissions. The extent to which electrical energy stored onboard could supplement or replace diesel generated power has yet to be quantified or proven. There are significant technical design, maintainability, logistical and safety challenges to making this technology commonplace, especially for over-the-road (line-haul) freight trains. The use of electrical batteries to provide some amount of point-source fuel- and/or emissions-free locomotive power is not a new concept. Recent claims that onboard storage of locomotive propulsion energy is “new locomotive technology” are unfounded. The world’s first all-battery-powered locomotive was built in 1838 only 34 years after the world’s first steam locomotive operated. A total of 126 identifiable locomotives using onboard batteries to store propulsion energy have been built and operated to some extent in the United States (US) since 1920. Almost all were low-power switching locomotives and none are currently in revenue freight service. Two high-horsepower line-haul experimental engineering test locomotives with an experimental battery design and regenerative dynamic braking have been built (in 2004 and 2007) but very little revenue service testing has occurred. This paper reviews propulsion battery-equipped locomotives over the past 95 years in the US, and discusses future options and possibilities including the technical and logistical challenges to such propulsion. Capturing dynamic braking energy (developed by locomotive traction motors during deceleration or downhill operation) could be a source of onboard battery recharging, but will require significant additional locomotive control system development work to achieve practicality. New battery technologies are being developed but none are yet practical for large-scale locomotive applications. Retrofitting of large amounts of onboard battery storage on existing (or even future) diesel-electric locomotives will be limited by onboard space constraints. The development and use of energy storage “tenders” will bring complications to locomotive and train operations to make effective use (if commercialized) practical and safe. This paper is also intended to provide technical background and clarity for various regulatory agencies regarding battery energy storage technologies for future locomotive propulsion.
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Llana, Patricia, Karina Jacobsen, and David Tyrell. "Conventional Locomotive Coupling Tests." In ASME 2016 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/imece2016-67236.
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Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment. Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests are planned to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive equipped with a push-back coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, car-to-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests. This paper describes the results of the coupling tests of conventional equipment. In this set of tests, a moving locomotive was coupled to a standing cab car. The coupling speed for the first test was 2 mph, the second test 4 mph, and the tests continued with the speed incrementing by 2 mph until the last test was conducted at 12 mph. The damage observed resulting from the coupling tests is described. The lowest coupling speed at which damage occurred was 6 mph. Prior to the tests, a one-dimensional lumped-mass model was developed for predicting the longitudinal forces acting on the equipment and couplers. The model predicted that damage would occur for coupling speeds between 6 and 8 mph. The results of these conventional coupling tests compare favorably with pre-test predictions. Next steps in the research program, including future full-scale dynamic tests, are discussed.
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McDonald, Joseph, Brian Nelson, Brian Olson, Michael E. Iden, Steven G. Fritz, and Randell L. Honc. "Locomotive Exhaust Temperatures During High Altitude Tunnel Operation in Donner Pass." In ASME 2008 Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/ices2008-1625.
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Locomotives in heavy-haul service at high altitude and within unventilated tunnels operate under some of the most extreme conditions encountered in the U.S. with regard to high ambient temperatures and high locomotive exhaust temperatures. Consideration of such conditions is crucial to the design of future catalytic emission control systems for locomotives. Field testing was conducted on two locomotives certified to U.S. Federal Tier 2 locomotive emissions standards operating as part of a four-locomotive consist pulling a heavy-freight train west-bound through the Donner Pass Region in late August 2007. The highest post-turbine exhaust temperatures observed over the entire test route occurred within Union Pacific Tunnel 41 — an approximately two-mile-long, unventilated tunnel located near Norden, California. Engine protection measures within the electronic locomotive and engine management systems of both locomotives limited the peak exhaust temperatures encountered during the tests to less than 560°C.
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Iden, Michael E. "2019 Nominations for ASME Historic Mechanical Engineering Landmark Status: Rail Transportation Category." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8056.
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Abstract The ASME Rail Transportation Division submitted five nominations in 2019 for ASME Historic Mechanical Engineering Landmark status. The nominations are for examples of significant railway technologies involving mechanical engineering and built between 1920 and 1964: 1. SBB 14253 “Crocodile” locomotive (1920): pioneering electric heavy-duty Swiss mountain locomotive, with pioneering features found in many subsequent electric locomotives. 2. Winton 8-201 prototype diesel engine (1933): only surviving of two experimental engines which preceded all GM-Electro-Motive 2-stroke cycle diesel engines for locomotives and other applications; first locomotive diesel engine with lightweight welded steel crankcase and unitized fuel injectors. 3. B&O 50 locomotive (1935): sole surviving example of the first (5) standalone, modular, non-articulated high-speed diesel locomotives from Electro-Motive, functional prototypes for the later “E” passenger and “FT” freight locomotives. 4. Cooper-Bessemer prototype diesel engine (1953): sole surviving example of (4) predecessor 4-stroke cycle diesel engines built for GE Transportation for field test locomotives prior to GE becoming a domestic locomotive manufacturer. 5. SP 9010 locomotive (1964): sole surviving example of (21) experimental German-built diesel locomotives for heavy-duty US mountain railroad operation using a hydromechanical torque converter transmission instead of electric traction motors; proved concept of higher-power and improved wheel-to-rail adhesion. All five nominations were submitted to the ASME national History & Heritage Committee for review. This paper provides a description of each nomination and the status of each proposed railroad Historic Mechanical Engineering Landmark.
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Iden, Michael E., Mark A. Coles, and Thomas A. Kennedy. "NOx Reducing and Aftertreatment Technologies for EPA Tier 4 Locomotives: Railroad Perspective and Expectations." In ASME 2010 Rail Transportation Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/rtdf2010-42017.
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The year 2015 will be a landmark year in locomotive technology in the United States. Effective January 1st of that year, newly-manufactured U.S. line-haul and switch service (freight-and-passenger) locomotives must be manufactured to meet the fifth level of U.S. Environmental Protection Agency (EPA) emissions regulations since 2000. Achieving those emission levels will require aftertreatment technology in some form. Also effective December 31st of that year, U.S. railroads will be required to have in operation (on much of the rail network)1 a federally-mandated Positive Train Control (PTC) technology for collision avoidance. Class I U.S. freight railroads2 by the end of 2015 will have invested an estimated $5.8 billion in PTC technology, with a major emphasis on interoperability of PTC-equipped locomotives between different railroads. An estimated 17,000 locomotives will be retrofitted or equipped with PTC by the end of 2015 and most if not all newly-manufactured locomotives will be PTC equipped after 2015. For perspective, the U.S. freight railroad investment in PTC is roughly what the Class I railroads have spent the past 4–5 years combined on capital expenditures related to infrastructure expansion. This convergence of two new complex locomotive technologies in 2015 will create a large challenge, especially in locomotive maintainability, for freight railroads. Locomotive builders and aftertreatment suppliers must work together to provide Tier 4 locomotives with minimal impact on railroad operations. U.S. diesel locomotives share a common internal combustion engine technology with most Class 8 over-the-road diesel trucks, but the railroad and locomotive environment is very different from the highway truck environment, and a “cookie cutter” approach to replicating diesel truck aftertreatment on locomotives should be avoided. New EPA Tier 4 diesel locomotives should not be viewed as “Tier 2 or Tier 3 locomotives with truck-type exhaust aftertreatment added”. Baseline reliability of current locomotive designs must also be improved to compensate for the added complexities of both exhaust aftertreatment and PTC. This paper is focused toward educating (1) aftertreatment technology manufacturers and system integrators and (2) locomotive design engineers. The emphasis is on assisting them in understanding the operating and maintenance expectations for Tier 4 aftertreatment-equipped line-haul locomotives, from the perspective of a major freight railroad.
Reports on the topic "A (Locomotive)"
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David L. Barnes. Fuelcell Prototype Locomotive. Office of Scientific and Technical Information (OSTI), 2007. http://dx.doi.org/10.2172/916938.
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Stodolsky, F., and L. Gaines. Railroad and locomotive technology roadmap. Office of Scientific and Technical Information (OSTI), 2003. http://dx.doi.org/10.2172/925067.
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Skone, Timothy J. Diesel Locomotive, 4400 Horsepower, Construction. Office of Scientific and Technical Information (OSTI), 2009. http://dx.doi.org/10.2172/1509269.
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Lembit Salasoo. 21st Century Locomotive Technology: Technical Status Report 30. Office of Scientific and Technical Information (OSTI), 2010. http://dx.doi.org/10.2172/991639.
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Lembit Salasoo, Ramu Chandra. 21st Century Locomotive Technology: Quarterly Technical Status Report 29. Office of Scientific and Technical Information (OSTI), 2010. http://dx.doi.org/10.2172/979563.
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Lembit Salasoo. 21st Century Locomotive Technology: Quarterly Technical Status Report 24. Office of Scientific and Technical Information (OSTI), 2009. http://dx.doi.org/10.2172/947087.
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Lembit Salasoo and Ramu Chandra. 21st century locomotive technology: quarterly technical status report 26. Office of Scientific and Technical Information (OSTI), 2009. http://dx.doi.org/10.2172/963727.
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Salasoo, Lembit, Jennifer Topinka, Anthony Furman, and Paul Houpt. 21st Century Locomotive Technology: Quarterly Technical Status Report 7. Office of Scientific and Technical Information (OSTI), 2004. http://dx.doi.org/10.2172/834071.
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John R. Archer. Locomotive Emission and Engine Idle Reduction Technology Demonstration Project. Office of Scientific and Technical Information (OSTI), 2005. http://dx.doi.org/10.2172/838872.
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Salasoo, Lembit, Paul Houpt, and Jennifer Topinka. 21st Century Locomotive Technology Quarterly Technical Status Report 4. Office of Scientific and Technical Information (OSTI), 2004. http://dx.doi.org/10.2172/821887.
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