Relevant bibliographies by topics / Wagon dynamics

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Wagon dynamics'

Author: Grafiati
Published: 19 February 2023

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Journal articles on the topic "Wagon dynamics"

1

Sun, Y. Q., and C. Cole. "Comprehensive wagon-track modelling for simulation of three-piece bogie suspension dynamics." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 221, no. 8 (August 1, 2007): 905–17. http://dx.doi.org/10.1243/09544062jmes434.

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A wagon-track dynamics interaction model has been developed to investigate the dynamics of suspensions with friction wedge dampers that are widely used in three-piece bogie wagons in Australia. The wagon is modelled using 66 degrees-of-freedom, accounting for the three-dimensional movements of all wagon components. The mass of the wedge has also been modelled. The track is modelled with rails as Timoshenko beams and discretely supported by the spring and damper elements representing the elasticity of pads, fasteners, and ballast. An assumed track geometry irregularity, i.e. top surface profile, is used for the analysis of suspension dynamics. The simulation results of the wagon-track dynamics interaction model have been compared with those from a VAMPIRE model. The VAMPIRE model uses the normal user level approaches without special subroutine development. Effects of the wedge friction conditions and the effect of track geometry irregularity have been investigated for the better understanding of dynamic performance of three-piece bogie suspensions.
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Fomin, Oleksij, and Alyona Lovska. "Determination of dynamic loading of bearing structures of freight wagons with actual dimensions." Eastern-European Journal of Enterprise Technologies 2, no. 7 (110) (April 30, 2021): 6–14. http://dx.doi.org/10.15587/1729-4061.2021.220534.

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The determination of the dynamic loading of the bearing structures of the main types of freight wagons with the actual dimensions under the main operating conditions is carried out. The inertial coefficients of the bearing structures of the wagons are determined by constructing their spatial models in the SolidWorks software package. Two cases of loading of the bearing structures of the wagons – in the vertical and longitudinal planes – have been taken into account. The studies were carried out in a flat coordinate system. When modeling the vertical loading of the bearing structures of wagons, it was taken into account that they move in the empty state with butt unevenness of the elastic-viscous track. The bearing structures of the wagons are supported by bogies of models 18-100. The solution of differential equations of motion was carried out by the Runge-Kutta method in the MathCad software package. When determining the longitudinal loading of the bearing structures of wagons, the calculation was made for the case of a shunting collision of wagons or a "jerk" (tank wagon). The accelerations acting on the bearing structures of the wagons are determined. The research results will help to determine the possibility of extending the operation of the bearing structures of freight wagons that have exhausted their standard service life. It has been established that the indicators of the dynamics of the load-carrying structures of freight wagons with the actual dimensions of the structural elements are within the permissible limits. So, for a gondola wagon, the vertical acceleration of the bearing structure is 4.87 m/s2, for a covered wagon – 5.5 m/s2, for a flat wagon – 5.8 m/s2, for a tank wagon – 4.25 m/s2, for a hopper wagon – 4.5 m/s2. The longitudinal acceleration acting on the bearing structure of a gondola wagon is 38.25 m/s2, for a covered wagon – 38.6 m/s2, for a flat wagon – 38.9 m/s2, for a tank wagon – 27.4 m/s2, for a hopper wagon – 38.5 m/s2. This makes it possible to develop a conceptual framework for restoring the effective functioning of outdated freight wagons. The conducted research will be useful developments for clarifying the existing methods for extending the service life of the bearing structures of freight wagons that have exhausted their standard resource
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Vatulia, Glib, Juraj Gerlici, Oleksij Fomin, Alyona Lovska, Yuliia Fomina, and Kateryna Kravchenko. "Analysis of the Strength of the Supporting Structure of a TwoSection Hopper Wagon under Operating Loading Conditions." Applied Sciences 13, no. 2 (January 8, 2023): 859. http://dx.doi.org/10.3390/app13020859.

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It is proposed to improve hopper wagon design to provide the possibility of simultaneous transportation of different types of cargo. This improvement consists of dividing the body into two separate sections, interacting with each other through a vertical wall and horizontal connecting belts. A calculation by using the FEM in the SolidWorks Simulation has been carried out to determine the strength of the construction of the two-section hopper wagon. The results of the research showed that the maximum load of the hopper wagon occurs in the first design mode (impact). However, the obtained stresses were lower than permissible by 30%. To calculate the indicators of the wagon dynamics, modeling was carried out. All received dynamics indicators were within the permissible limits. For transporting a hopper wagon on railway ferries in international traffic, it is suggested to use units for the fastening chain. Research of the dynamic load of the hopper wagon supporting structure was carried out through mathematical modeling. The strength analysis of the hopper-wagon-bearing structure was carried out. It was found out that the stresses in the hopper wagon structure did not exceed the normative values. The results of the research will contribute to the increased profitability of railway transport. Additionally, the results of the work can be useful in the creation of modern designs of wagons, including for international traffic.
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McIntyre, Joseph S., Christopher L. Butts, and Quentin D. Read. "COMPUTATIONAL FLUID DYNAMICS MODELED AIR SPEED THROUGH IN-SHELL PEANUTS IN DRYING WAGONS COMPARED TO MEASURED AIR SPEED." Applied Engineering in Agriculture 38, no. 3 (2022): 489–508. http://dx.doi.org/10.13031/aea.14771.

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Abstract.HighlightsPeanut drying wagon internal airflow simulation and visualization.Comparison of computer fluid dynamic (CFD) solutions to measured air speed.Modeling of airflow through masses of in-shell peanuts. Information is lacking about airflow through masses of drying in-shell peanuts in drying wagons because of the difficulties encountered in making direct measurements. Information about airflow is needed to improve efficiency of drying peanuts to make peanut crops more profitable. Computational Fluid Dynamics (CFD) modeled airflow through in-shell peanuts loaded in drying wagons was validated using actual airflow measurements. CFD models allow for the investigation of airflow within peanut loads and the air plenum of drying wagons. Airflow through a wagon load of in-shell peanuts treated as a solid mass with distributed resistance was modeled using airflow behavior following Darcy’s law. CFD model simulations were undertaken using measured air speed, wagon air plenum static air pressure, and fan performance curve data. CFD modeling was based on actual air speed measurements made at 40 locations on the top surface of wagon loads of in-shell peanuts. The 40 measurement locations represented the top center of 40 blocks which the peanut load was divided into to investigate air speed. To match actual measurements to CFD model results, CFD models were configured with the same 40 blocks as those of the actual measurements. In CFD models, the permeability of the peanuts in each of the 40 blocks could be varied in a trial-and-error fashion to increase or decrease the air speed at the top surface of the peanut load to match that of the actual air speed measured for each of the blocks. Model results reproduced the measured air speed to within the accuracy limits of the air speed measurements. The air speed and static air pressure distribution in the wagon air plenum was found not to be uniform even when all blocks had the same permeability. Model results revealed wagon air plenum air speed patterns and static air pressure distribution could explain the general air speed distribution of slower air speeds at the top surface of the peanut load near the wagon air inlet wall and the increasing air speed along the length of the wagon. Permeability variations within the peanut load were found to explain localized variations in air speed at the top surface of the peanut load. Keywords: Air speed, Airflow, Modeled results compared to measured, Computational fluid dynamics modeling, Drying wagon, In-shell Peanuts, Peanut bulk permeability, Peanut curing, Peanut drying .
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Fomin, Oleksij, Alyona Lovska, Dmytro Ivanchenko, Sergii Zinchenko, and Václav Píštěk. "STUDY OF LOADING OF THE LOAD-BEARING STRUCTURE OF HOPPER WAGONS ON Y25 BOGIES." EUREKA: Physics and Engineering, no. 2 (March 29, 2021): 32–41. http://dx.doi.org/10.21303/2461-4262.2021.001686.

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To increase the efficiency of using railway transport, the possibility of using new designs of bogies, for example, Y25 under "wide gauge" wagons was considered. In order to substantiate the proposed solution, mathematical modeling of the dynamic loading of the hopper wagon Y25 bogies was carried out. A hopper wagon for the transportation of pellets and hot sinter model 20-9749 built by the State Enterprise "Ukrspetsvagon" (Ukraine) was chosen as a prototype. The simulation results showed that the use of Y25 bogies for hopper wagons allows to reduce the acceleration of its load-bearing structure, in comparison with the use of conventional 18100 bogies, by 36 %. Other performance indicators are also significantly improved. The use of Y25 bogies for hopper wagons with actual parameters allows to reduce the acceleration of its load-bearing structure, in comparison with the use of conventional 18100 bogies, by 28 %. The determination of the main indicators of the strength of the bearing structure of the hopper wagon Y25 bogie was carried out. The calculation was carried out in the SolidWorks Simulation software package (CosmosWorks), (France), which implements the finite element method. The calculations showed that the maximum equivalent stresses in the load-bearing structure of a hopper wagon with nominal parameters are 17 % lower than the stress acting in the load-bearing structure of a wagon on bogies 18–100 V of the load-bearing structure of a hopper wagon with actual parameters, the maximum equivalent stresses are 12 % lower per voltage in the load-bearing structure on bogies 18100. The conducted research will help to reduce the load on the load-bearing structures of hopper wagons in operation, improve the dynamics and strength indicators, as well as their service life
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Nader, Mirosław, Michał Opala, and Jarosław Korzeb. "Selected studies of dynamics of railway flat-car used for transport of semi-triler truck (TIR)." WUT Journal of Transportation Engineering 125 (June 1, 2019): 101–11. http://dx.doi.org/10.5604/01.3001.0013.6574.

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The paper presents a pilot analysis of the dynamics of a railway wagon designed for transporting road semi-trailer trucks. Attention was given to the innovative solution of the wagon construction, having a movable platform enabling transportation of road vehicles as a part of intermodal transport. The technical description presented in the article takes into account the provisions of Patent No. 214797, for the invention under the name "Railway transport wagon, railway transport unit and railway transport system containing such wagon". The work presents the concept of technical characteristics of the wagon construction solution and a simulation model was built using in-house software. The technical parameters were analyzed, followed by pilot simulation tests. This paper presents the results of research on the dynamics of the platform wagon, loaded with a typical road semi-trailer truck. The system's eigenvalues were analyzed, allowing for the initial assessment of dynamic phenomena occurring in the conditions of exploitation of the loaded wagon. The tests are of pilot nature and constitute a prelude to carry out complex simulation analyzes including tests of dynamics while running on transition curves, arcs, and wear of the rolling surfaces of wheels and rails at different traffic speeds.
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Krishna, Visakh V., Mats Berg, and Sebastian Stichel. "Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 5 (April 16, 2019): 454–67. http://dx.doi.org/10.1177/0954409719841794.

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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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Fomin, Oleksij, Alyona Lovska, Pavel Skok, and Ivan Rogovskii. "Determination of the dynamic load of the carrying structure of the hopper wagon with the actual dimensions of structural elements." Technology audit and production reserves 1, no. 1(57) (February 26, 2021): 6–11. http://dx.doi.org/10.15587/2706-5448.2021.225458.

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The object of research is the supporting structure of the pellet wagon with the actual dimensions of the supporting elements. One of the most problematic areas is the determination of the indicators of dynamics and strength of the supporting structure of the hopper wagon with the actual dimensions of the structural elements. A study of the dynamic loading of the supporting structure of the hopper wagon was carried out. At the same time, the actual dimensions of the structural elements were determined by means of field studies. Mathematical modeling of the dynamic loading of the load-carrying structure of a hopper wagon with the actual dimensions of structural elements was carried out by means of mathematical modeling. The studies were carried out in a flat coordinate system. The presence of three degrees of freedom of the supporting structure of the hopper wagon was taken into account: vibrations of twitching, bouncing and galloping. Differential equations were solved in the MathCad software package. In doing so, they were reduced to the Cauchy normal form, and then integrated using the Runge-Kutta method. It was found that the maximum value of the acceleration acting on the supporting structure of the hopper wagon is 38.5 m/s2, which is 2.7% higher than the acceleration of the supporting structure with nominal dimensions. Computer simulation of the dynamic loading of the supporting structure of the hopper wagon was carried out. The calculation was carried out using the finite element method in the SolidWorks Simulation (CosmosWorks) software package. It was found that the maximum accelerations are concentrated in the middle part of the supporting structure of the hopper wagon and amount to 36.2 m/s2. The F-criterion was used to verify the developed model. The calculations showed that the calculated value of the criterion is Fc = 1.09 and is less than the table value Ft = 3.29. The adequacy hypothesis is not rejected. The natural frequencies and vibration modes of the hopper wagon supporting structure were determined. It has been established that the values of natural vibration frequencies of the hopper wagon bearing structure with the actual dimensions of the structural elements are within the permissible limits. The research will contribute to the creation of relevant developments to extend the service life of wagons that have exhausted their standard resource, as well as to increase the efficiency of railway transport operation.
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Shvets, Angela. "Dynamic indicators influencing design solution for modernization of the freight rolling stock." FME Transactions 49, no. 3 (2021): 673–83. http://dx.doi.org/10.5937/fme2103673s.

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Rolling stock directly affects the economic indices of the transport industry and the national economy as a whole, leading to the need to improve control and quantify of the rolling stock dynamic load in order to maintain safe and reliable rail connections. In the process of rolling stock designing and operating, a quantitative assessment of dynamic loads is an urgent scientific and technical problem. The article presents an analysis of theoretical studies of the rolling stock dynamic characteristics on the example of open wagons, flat wagons and hopper wagons. The loading modes influence on the dynamic loading of the wagon has been studied with the aim of solving the problem of predicting the dynamics of rolling stock and indicators of its interaction with the track. The results of theoretical studies are presented taking into account the motion speed along the curved track of short and medium radius.
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Zhang, Duo, Yinying Tang, Qiyuan Peng, Chunjiao Dong, and Yunguang Ye. "Effect of mass distribution on curving performance for a loaded wagon." Nonlinear Dynamics 104, no. 3 (March 25, 2021): 2259–73. http://dx.doi.org/10.1007/s11071-021-06386-3.

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AbstractThe location of wagon gravity center for a loaded wagon is underestimated in a vehicle–track coupled system. The asymmetric wheel load distribution due to loading offset significantly affects the wheel-rail contact state and seriously deteriorates the curving performance in conjunction with the height of gravity center and cant deficiency. Optimizing the location of gravity center and cruising velocity, therefore, is of interest to prevent the derailment and promote the transport capacity of railway wagons. This study aims to reveal the three-dimensional influencing mechanism of mass distribution on vehicle curving performance under different velocities. The wheel unloading ratio is regarded as the evaluation index. A simplified quasi-static model is established considering essential assumptions to highlight the influence of lateral and vertical offset on curving performance. For a more accurate description, the MBS models with various locations of wagon gravity center are built and then negotiate curves in different simulation cases. The simulation results reveal that the distribution of wheel unloading ratio determined by loading offset is like contour lines of ‘basin’. Based on the conclusions of quasi-static analysis and dynamics simulations, the regression equation is proposed and the fitting parameters are calculated for each simulation case. This paper demonstrates the necessity of optimizing the location of wagon gravity center according to the running condition and offers a novel strategy to load and transport the cargo by railway wagons.
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Dissertations / Theses on the topic "Wagon dynamics"

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Jönsson, Per-Anders. "Modelling and laboratory investigations on freight wagon link suspensions with respect to vehicle-track dynamic interaction." Licentiate thesis, KTH, Aeronautical and Vehicle Engineering, 2004. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-395.

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The link suspension is the most prevailing suspension system for freight wagons in central and western Europe. The system design is simple and has existed for more than 100 years. However, still its characteristics are not fully understood. This thesis emphasizes freight wagon dynamics and comprises three parts:

In the first part a review of freight wagon running gear is made. The different suspension systems are described and their advantages and disadvantages are discussed. The review covers the running gear standardized by UIC and the conventional so-called three-piece bogie. Additionally five improved three-piece bogies and twelve novel running gear designs are presented.

The second part focuses on the lateral force-displacement characteristics in the link suspension. Results from stationary measurements on freight wagons and laboratory tests of the link suspension characteristics are presented. To improve understanding of the various mechanisms and phenomena in link suspension systems a simulation model is developed. Link suspension systems have strongly nonlinear characteristics including a hysteresis loop. The loop exhibits usually three characteristic sections with different tangential stiffnesses. The actual contact geometry of the links and end bearings has a significant influence on the characteristics. By wear in ordinary service - as well as by geometric tolerances on new components - the contact geometry may deviate considerably from nominal geometry. Further, it seems that elastic deformation in the contact surfaces has considerable effects on the suspension characteristics, in particular on the initial rolling stiffness for small displacements. Also, flexibilities in links and end bearings influence the characteristics. It is also observed that new components after a short period of dynamic testing can exhibit a very low amount of energy dissipation, a phenomenon that is also indicated in some stationary measurements on wagons.

To summarize the second part, it appears that the link suspension characteristics are very sensitive to several factors being hard to control in the real world of freight wagon operations. The various stiffnesses and hysteresis loops have a considerable variation and may have a strong influence on the ride qualities of vehicles. As long as the characteristics can not be controlled within closer limits than found in this study, there is a strong need for sensitivity analysis to be made, both in predictive multibody simulations of vehicle dynamics, as well as in verification and acceptance tests.

In the third part a study on the possibility to improve ride qualities of freight wagons with link suspensions is presented. Parametric studies with multibody dynamic simulations on freight wagons equipped with link-suspension bogies are performed. The effect of supplementary friction and hydraulic damping is investigated under various running conditions: speed, loading, tangent and curved track, wheel-rail contact geometry, track gauge and track irregularities. Substantial improvements of the lateral running behaviour of wagons with link suspension bogies can be achieved - both at ordinary speeds and at increased speeds - by using a proper combination of supplementary hydraulic dampers. Speeds up to 160 km/h could be realistic.

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Jönsson, Per-Anders. "Dynamic Vehicle-Track Interaction of European Standard Freight Wagons with Link Suspension." Doctoral thesis, KTH, Järnvägsteknik, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4461.

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The link suspension is the most prevailing suspension system for freight wagons in Central and Western Europe. The system design is simple and has existed for more than 100 years. However, still its characteristics are not fully understood. This thesis investigates the dynamic performance of freight wagons and comprises five parts: In the first part a review of freight wagon running gear is made. The different suspension systems are described and their advantages and disadvantages are discussed. The second part focuses on the lateral force-displacement characteristics of the link suspension. Results from stationary measurements on freight wagons and laboratory tests of the link suspension characteristics are presented. To improve the understanding of various mechanisms and phenomena in link suspension systems, a simulation model is developed. In the third part the multibody dynamic simulation model is discussed. The previous freight wagon model developed at KTH is able to explain many of the phenomena observed in tests. In some cases, however, simulated and measured running behaviour differ. Therefore, a new simulation model is presented and validated against on-track test results. The performance of standard two-axle freight wagons is investigated. The most important parameters for the running behaviour of the vehicle are the suspension characteristics. The variation in characteristics between different wagons is large due to geometrical tolerances of the components, wear, corrosion, moisture or other lubrication. The influence of the variation in suspension characteristics and other parameters on the behaviour of the wagon, on tangent track and in curves, is discussed. Finally, suggestions for improvements of the system are made. A majority of the traffic related track deterioration cost originates from freight traffic. With heavier and faster freight trains the maintenance cost is likely to increase. In the fourth part the possibility to improve ride comfort and reduce track forces on standard freight wagons with link suspension is discussed. The variation of characteristics in link suspension running gear is considerable and unfavourable conditions leading to hunting are likely to occur. Supported by on-track tests and multibody dynamic simulations, it is concluded that the running behaviour of two-axled wagons with UIC double-link suspension as well as wagons with link suspension bogies (G-type) can be improved when the running gear are equipped with supplementary hydraulic dampers. Finally in the fifth part the effects of different types of running gear and operational conditions on the track deterioration marginal cost — in terms of settlement in the ballast, component fatigue, wear and RCF — is investigated. Considerable differences in track deterioration cost per produced ton-km for the different types of running gear are observed. Axle load is an important parameter for settlement and component fatigue. Also the height of centre of gravity has significant influence on track deterioration, especially on track sections with high cant deficiency or cant excess.
QC 20100802
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Jönsson, Per-Anders. "Dynamic vehicle-track interaction of european standard freight wagons with link suspension /." Stockholm : Farkost och flyg, Aeronautics and Vehicle Engineering, Kungliga Tekniska högskolan, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4461.

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Prevolnik, Robin. "On estimating the risk of wheel damage for wagons with paper rolls considering various dynamic conditions." Thesis, KTH, Spårfordon, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-200712.

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Hector Rail AB is a Swedish line haul provider for the European Rail Transport Market. On one of their lines, Hector Rail transports large cylinder-shaped paper rolls of different sizes from Holmsund to Skövde, and compressed recycled paper back to Holmsund, with Y25 bogie wagons. The wheels of these wagons experience surface initiated rolling contact fatigue, RCF, which is increasing the maintenance cost. In a collaboration with KTH Royal Institute of Technology a study of the risk of developing RCF cracks when comparing different track qualities, load cases, speeds, curves and wheel-rail friction coefficients as well as the consideration of wear is carried out. The difference in surface initiated RCF when applying the different input parameters is analysed. The location along the track where the wheels are likely to initiate RCF is calculated, as well as the location of RCF on the wheels. The model also provides the curve characteristics that are most likely to initiate RCF on the wheels. This tool can be used for optimising and further streamlining the operation for freight traffic on this (or any other) line with respect to wheel damages and planned maintenance.
Hector Rail AB är en Svensk linje trafik leverantör for den Europeiska transportmarknaden på spår. På en av deras sträckor transporterar Hector Rail stora cylindriska pappersrullar i olika storlekar från Holmsund till Skövde, och sammanpressat återvunnet papper tillbaka till Holmsund, med Y25 bogie vagnar. Hjulen till dessa vagnar upplever kross på löpbanan, vilket ökar underhållskostnaderna. I ett sammarbete med KTH Kungliga Tekniska Högskolan görs en studie för risken att utveckla krossprickor vid jämförelse mellan olika spårkvalitéer, lastfall, hastigheter, kurvor och hjul-räl friktion. Hänsyn tas också till effekten av nedbrytningen av hjulen. Skillnaden i kross i löpbanan vid ansättning av de olika indata parametrarna har analyserats. Positionen längs spåret där hjulen sannlolikt initierar kross har beräknats så väl som positionen av kross på hjulen. Modellen levererar även kurvfallen som högst troligen initierar kross på hjulen. Detta verktyg kan användas för att optimera och effektivisera verksamheten för godstrafik på detta (eller andra) spår med hänsyn till hjulskador och planerat underhåll.
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(9817391), Mitchell Mcclanachan. "Investigation of extreme wagon dynamics in Central Queensland coal trains." Thesis, 1999. https://figshare.com/articles/thesis/Investigation_of_extreme_wagon_dynamics_in_Central_Queensland_coal_trains/13457270.

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(9780674), Esteban Bernal Arango. "Smart sensor node for freight wagon condition monitoring systems." Thesis, 2021. https://figshare.com/articles/thesis/Smart_sensor_node_for_freight_wagon_condition_monitoring_systems/19184819.

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Unlike methods such as replacing components when they fail or on a calendar time schedule, Condition Based Maintenance (CBM) consists of quantifying component degradation in real-time, allowing repairs to be made only when necessary and improving the overall efficiency of mechanical systems. An ideal CBM application for freight railway wagons would consist of a wireless self-powered electronic device installed on each vehicle, detecting and communicating parameters such as brake, bearing or wheel faults, and dynamic instabilities. Such a monitoring device has not been achieved yet, mainly because of the lack of electricity on-board the vehicles and the cost of instrumenting massive fleets. Recent advances and cost reductions in devices and technologies for the Internet of Things (IoT) open the possibility for developing a feasible on-wagon monitoring device. Wireless data transmission, acquisition, and digital signal processing are the most power demanding tasks in on-board condition monitoring sensor nodes. Traditional approaches use mostly digital signal processing and opt for reducing monitoring and communication events, limiting the types of parameters that can be measured and the associated analyses. On the other hand, the approach of the present project is to develop an innovative hardware architecture based on analogue computing for decreasing energy consumption with a reduced sensor node architecture. That is, achieving fault detection using analogue electronic circuitry which directly extracts relevant information from sensor signals, hence reducing digital system workload and complexity and thereby being able to handle higher frequency analogue signals with simple electronic components. This project develops an innovative sensor node hardware architecture and algorithms for a practical on-wagon monitoring device, with low power usage and sufficient on-board calculation capability to provide warning messages when a fault emerges. Developments regarding sensors, IoT, integrated systems and fault detection techniques were reviewed. A wheel flat defect was used as a case study to develop and investigate the proposed condition monitoring sensor node. Railway vehicle dynamic behaviour was simulated to determine operating conditions for the device and the nature of the signals to be monitored. The device concept was firstly proven by combining vehicle dynamic simulations with a physical prototype of the on-wagon fault detection analogue circuit. Subsequently, a hardware prototype version of the circuit was constructed and tested on a scaled bogie rig. The proposed sensor node hardware architecture effectively reduced power consumption and memory requirements for detecting a wheel flat defect using on-board acceleration signals.
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(9776303), Shah Nafis Ahmad. "Analysis of a very low tare mass wagon concept for intermodal freight." Thesis, 2018. https://figshare.com/articles/thesis/Analysis_of_a_very_low_tare_mass_wagon_concept_for_intermodal_freight/13408622.

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The empty weight or tare load of railway freight wagons is significant compared to the gross load (13-43% of the gross load) which not only reduces the possibility of carrying a higher payload but also increases the energy consumption per payload tonne hauled. One way to reduce the energy consumption per tonne payload is to reduce the tare load. One possibility of lowering the tare load is to reduce the number of components such as a bolster, sideframes, and axles. A two-axle wagon compared to a bogied wagon creates a possibility to reduce tare by up to 4-5t on a two-axle configuration. The fewer components on a two-axle wagon, however, result in inferior dynamic performance such as low critical hunting speed, poor curving ability, greater vehicle response to short irregularities etc, so, in spite of having low tare, the two-axle wagons are not as popular as the bogied wagons. To take advantage of the lower tare mass of a two-axle wagon, a new concept wagon was conceptualised as a wagon with maximum axle load (~41 tonnes) and with enough load space to ensure a 80 tonne gross mass. The developed concept resulted in a wagon with a deck length of ~19.8m that allows carrying three 20’, or a 20’ and a 40’, or a 65’ container. The axle spacing (13.8m), overhang length (3m), tare mass (8t) and gross mass (80t) of the developed concept wagon is considerably different to the normal two-axle wagon. The challenge then was to design a suspension that would pass dynamics and roadworthiness tests. It was reasoned that as the developed concept wagon was a new and radical concept, a more rigorous test approach to dynamic testing should be added to the normal tests and acceptance parameters in railway standards. A more rigorous test approach was developed which included consideration of test track defect lengths based on bogie centre distance (BCD) and resonance conditions for the cyclic track defects. The consideration of resonance condition requires developing equivalent amplitudes of track defects corresponding to the wavelengths in the track which are multiples of bogie centre distance for the cyclic bounce, pitch and roll track defects. Using the more rigorous testing regime an innovative axle suspension was developed and refined to a design with three stages consisting of a conventional leaf spring, and the UIC link suspension in series with two multi-stage coil springs. It was also necessary to add longitudinal stiffness to improve axle yaw stability and hunting speed. The resulting design showed excellent stability with a critical speed of 204km/h and the multi-stage suspension allowed for negotiation of isolated lateral, vertical and long twist track defects as per AS7509 up to the defect band F of the ARTC track geometry standard. The short twist tests were however problematic. The resultant concept requires a smaller short twist track defect limit (8mm over 2m) than the defect band G of ARTC track geometry standard. The developed concept performed satisfactorily on track spectra up to FRA class 6 track. Finally, the energy consumption of the developed wagon concept was evaluated and compared with similar capacity wagons such as RQTY, sgns60 and double stack container wagons in a train simulation. The energy saving ranged from 6 to 12% across various operating scenarios.
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(9788021), Colin Cole. "Longitudinal train dynamics: Characteristics, modelling, simulation and neural network prediction for Central Queensland coal trains." Thesis, 1999. https://figshare.com/articles/thesis/Longitudinal_train_dynamics_Characteristics_modelling_simulation_and_neural_network_prediction_for_Central_Queensland_coal_trains/13465427.

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(9847868), Zuoyan Zhang. "Effect of traction/brake torque on the dynamics of wagons." Thesis, 2008. https://figshare.com/articles/thesis/Effect_of_traction_brake_torque_on_the_dynamics_of_wagons/13465325.

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"Braking and traction torques are not explicitly considered in most of the wagon dynamics simulation packages, as their primary focus is to provide a platform for long distance route simulations with near real-time scenarios which demands fast solution algorithms. These packages consider the braking scenarios through the definition of speed profile as a priori. It is commonly acknowledged that the speed profile is affected by tribological and geometric parameters at the wheel-rail interface as well as the characteristics of brake application. Hence it’s prudent to evaluate the speed profile based on input torque due to traction/ brake forces; this research has considered such an approach and developed the program that can simulate the longitudinal behaviour of railway wagon dynamics during braking and traction. Consequently, this program enables to simulate wheelset locking and wagon yaw, roll, pitch in a natural way."--Abstract.
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(9842759), Simon Wagner. "Derailment risk assessment." Thesis, 2004. https://figshare.com/articles/thesis/Derailment_risk_assessment/13416902.

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"There is a large quantity of literature available on longitudinal train dynamics and risk assessment but nothing that combines these two topics. This thesis is focused at assessing derailment risks developed due to longitudinal train dynamics. A key focus of this thesis is to identify strategies that can be field implemented to correctly manage these risks. This thesis quantifies derailment risk and allows a datum for comparison. A derailment risk assessment on longitudinal train dynamics was studied for a 107 vehicle train consist travelling along the Monto and North Coast Lines in Queensland, Australia. The train consisted of 103 wagons and 4 locomotives with locomotives positioned in groups of two in lead and mid train positions. The wagons were empty hopper wagons on a track gauge of 1067mm. The scenarios studied include: the effect of longitudinal impacts on wagon dynamics in transition curves; and the effects of longitudinal steady forces on wagon dynamics on curves. Simulation software packages VAMPIRE and CRE-LTS were used. The effects of longitudinal impacts from in-train forces on wagon dynamics in curves were studied using longitudinal train simulation and detailed wagon dynamics simulation. In-train force impacts were produced using a train control action. The resulting worst-case in-train forces resulting from these simulations were applied to the coupler pin of the wagon dynamics simulation model. The wagon model was used to study the effect of these in-train forces when applied in curves and transitions at an angle to the wagon longitudinal axis. The effects of different levels of coupler impact forces resulting from different levels of coupling slack were also studied. Maximum values for wheel unloading and L/V ratio for various curve radii and coupler slack conditions were identified. The results demonstrated that the derailment criteria for wheel unloading could be exceeded for a coupler slack of 50mm and 75mm on sharper curves, up to 400m radii. A detailed study of the effect of steady in-train forces on wagon dynamics on curves also was completed. Steady in-train forces were applied to a three wagon model using VAMPIRE. Maximum and minimum values of wheel unloading and L/V ratio were identified to demonstrate the level of vehicle stability for each scenario. The results allowed the worse cases of wheel unloading and L/V ratio to be studied in detail. Probability density functions were constructed for the occurrence of longitudinal forces and coupler angles for the Monto and North Coast Lines. Data was simulated for a coupler slack of 25, 50 and 75mm and force characteristics were further classified into the occurrences of impact and non-impact forces. These probability density functions were analysed for each track section to investigate the effects of coupler slack, track topography and gradient on wagon dynamics. The possible wagon instability in each of these scenarios was then assessed to give a measure of the potential consequences of the event. Risk assessment techniques were used to categorise levels of risk based on the consequences and likelihood of each event. It was found that for the train configuration simulated, the Monto Line has a higher derailment risk than the North Coast Line for many of the scenarios studies in this thesis. For a coupler slack of 25mm no derailment risks were identified, 50mm coupler slack derailment risks were only identified on the Monto track and the majority of derailment risks were identified for a 75mm coupler slack." -- abstract
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Books on the topic "Wagon dynamics"

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Fedorovich, Tat'yana, Natal'ya Kubrak, S. K. Tevs, and A. V. Dmitrenko. Organization and management of a private fleet of freight cars: an economic approach. ru: INFRA-M Academic Publishing LLC., 2022. http://dx.doi.org/10.12737/1860935.

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The monograph discusses theoretical and practical issues related to the completion of the implementation of the introduction of new forms of ownership in the formation of the railway holding JSC "Russian Railways". The organizational and economic results of the structural reform of railway transport in Russia are analyzed in comparison with the experience of modern reform of foreign railway transport. The variants of transformation of the modern cargo transportation management system in the new economic conditions are proposed. The main results of the study of modern economic and organizational conditions of cargo transportation, taking into account the specifics of working with a private car fleet, are presented. Based on a large-scale analysis of the loading dynamics of the main directions of the Russian Railways network and the resulting unevenness of operational work, new approaches are proposed for the formation of the market of freight operators of rolling stock. An economic assessment of the implementation of scenario options for the introduction of technological outsourcing is given on the example of JSC "Federal Freight Company" with the justification of a methodological approach for the formation of a consolidated fleet of wagons based on the algorithm of the cost method for calculating the throughput during the consolidation of a fleet of freight wagons. For practitioners and researchers involved in cargo transportation management, forecasting and formation of private fleets of freight cars. It will be useful for graduate students, undergraduates and students of economic faculties of railway universities when studying courses in the economics of railway transport and the cost of freight transportation.
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Fomin, Oleksij, and Alyona Lovska. Concept of freight wagons made of round pipes. «Scientific Route» OÜ, 2020. http://dx.doi.org/10.21303/978-9916-9516-3-7.

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The purpose of the book is to highlight the results and features of the research carried out by the authors on the dynamics and strength of the main types of freight wagons, as well as tank containers made of round pipes under the main operating conditions of loading. Theoretical provisions, methodological foundations and practical solutions for the implementation of round pipes as bearing elements of bodies of the main types of wagons and tank containers are presented. The monograph is intended for scientific and technical specialists, whose activities are related to the design and research of the mechanics of structures of railway wagons, including scientists, designers, researchers, doctoral students and graduate students. Also, the results presented in the monograph may be of interest to specialists, whose activities are related to the design of tank containers. The monograph can be used as a teaching aid for undergraduates and bachelors of relevant specialties.
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Book chapters on the topic "Wagon dynamics"

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Lan, Qingqun, Manicka Dhanasekar, and Yunendar Handoko. "Dynamics of Wagon System Containing Out-of-Round Wheels Subject to Brake Torque." In Lecture Notes in Mechanical Engineering, 452–59. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_53.

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McClanachan, M., C. Cole, D. Roach, and B. Scown. "An Investigation of the Effect of Bogie and Wagon Pitch Associated with Longitudinal Train Dynamics." In The Dynamics of Vehicles on Roads and on Tracks, 374–85. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210924-31.

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Buchacz, Andrzej, Marek Płaczek, and Andrzej Wróbel. "Analysis of Dynamical Response of the Freight Wagon." In Springer Proceedings in Mathematics & Statistics, 117–29. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-42402-6_11.

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Stichel, Sebastian. "How to Improve the Running behaviour of Freight Wagons with UIC-Link Suspension." In The Dynamics of Vehicles on Roads and on Tracks, 394–405. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210924-33.

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Piotrowski, Jerzy. "Smoothing Dry Friction by Medium Frequency Dither and Its Influence on Ride Dynamics of Freight Wagons." In Non-smooth Problems in Vehicle Systems Dynamics, 189–94. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-01356-0_17.

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Nangolo, Fillemon, Mutiu Erinosho, and Ester Angula. "Characteristics of Asymmetry Motion in the Axle Vertical Plane on the Dynamic Response of Railway Wagon." In Lecture Notes in Mechanical Engineering, 273–80. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-3641-7_32.

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Płaczek, Marek, Andrzej Wróbel, and Andrzej Buchacz. "Application of Piezoelectric Films for Measuring Dynamical Response of Freight Wagons During Exploitation." In Proceedings of the 13th International Scientific Conference, 407–14. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-50938-9_42.

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Sun, Yanquan, Maksym Spiryagin, and Colin Cole. "Effect of Constant Contact Side Bearing Design on Dynamic Performances of Wagon with Two Conventional Three-Piece Bogies." In Lecture Notes in Mechanical Engineering, 508–15. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_60.

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Matej, Jan, Jarosław Seńko, and Jan Awrejcewicz. "Dynamic Properties of Two-Axle Freight Wagon with UIC Double-Link Suspension as a Non-smooth System with Dry Friction." In Springer Proceedings in Mathematics & Statistics, 255–68. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-08266-0_18.

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"Energy efficiency of freight wagons and influence of their oscillations on rolling resistance." In The Dynamics of Vehicles on Roads and Tracks, 1477–83. CRC Press, 2016. http://dx.doi.org/10.1201/b21185-156.

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Conference papers on the topic "Wagon dynamics"

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Ahmad, S. S. N., C. Cole, M. Spiryagin, and Y. Q. Sun. "Integrated Methodology for Investigation of Wagon Bogie Concepts by Simulation." In ASME 2014 12th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/esda2014-20634.

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Implementation of a new bogie concept is an integrated part of the vehicle design which must follow a rigorous testing and validation procedure. Use of multibody simulation helps to reduce the amount of time and effort required in selecting a new concept design by analysing results of simulated dynamic behaviour of the proposed design. However, the multibody simulation software mainly looks at the dynamics of a single vehicle; hence, forces from the train configuration operational dynamics are often absent in such simulations. Effects of longitudinal-lateral and longitudinal-vertical interactions between rail vehicles have been found to affect the stability of long trains [1,2]. The effect of wedge design on the vertical dynamics of a bogie has also been discussed in [3,4]. It is important to apply the lateral and vertical forces from a train simulation into a single multibody model of a wagon to check its behaviour when operating in train configuration. In this paper, a novel methodology for the investigation of new bogie designs has been proposed based on integrating dynamic train simulation and the multibody vehicle modelling concept that will help to efficiently achieve the most suitable design of the bogie. The proposed methodology suggests that simulation of any configuration of bogie needs to be carried out in three stages. As the first stage, the bogie designs along with the wagon configurations need to be presented as a multibody model in multibody simulation software to test the suitability of the concept. The model checking needs to be carried out in accordance with the wagon model acceptance procedure established in [5]. As the second stage, the wagon designs need to be tested in train configurations using a longitudinal train dynamics simulation software such as ‘CRE-LTS’ [2], where a train set consisting of the locomotives and wagons will be simulated to give operational wagon parameters such as lateral and vertical coupler force components. As the third stage, the detailed dynamic analysis of bogies and wagons needs to be performed with a multibody software such as ‘Gensys’ where lateral and vertical coupler force components from the train simulation (second stage) will be applied on the multibody model to replicate the worst case scenario. The proposed methodology enhances the selection procedure of any alternate bogie concept by the application of simulated train and vehicle dynamics. The simulated case studies show that simulation of wagon dynamic behaviour in multibody software combined with data obtained from longitudinal train simulation is not only possible, but it can identify issues with a bogie design that can otherwise be overlooked.
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True, Hans, Mark Hoffmann, and Per-Anders Jo¨nsson. "The Design and Performance of the European Freight Wagon Standard Suspensions." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-79227.

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In the paper we present the three most common European standard freight wagon suspensions. It is characteristic for the European suspensions that they are all primary suspensions without a bolster. The design and the function of their single elements are described. New results on the nature of dry friction and its influence on the damping characteristics are presented. Finally a few theoretical investigations of the dynamics of European freight wagons are surveyed with emphasis on the calculations of the critical speed. The results are compared with corresponding results for American wagons.
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Durali, Mohammad, and Mohammad Mahdi Jalili. "The Effect of Wheel-Rail Interactions on Wagon Dynamics in Braking." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-84808.

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The rail-wheel interactions and their effects on the wagon dynamics has been studied in this article. Also the effects of braking on wagon and rail vibrations are studied. The model consists of a wagon with body, two bogies and four wheels having 21 degrees of freedom in a planar arrangement. The rail system is treated as a Timoshenko beam supported by sleepers, ballast, subballast, and subgrade. To determine rail-wheel contact forces, Hertzian nonlinear contact theory and Kalker theory have been used. The model is simulated for a number of working conditions and the results are validated by comparing to previous works in the literature.
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Ansari, Masoud, Davood Younesian, and Ebrahim Esmailzadeh. "Effects of the Load Distribution Patterns on the Longitudinal Freight Train Dynamics." In ASME 2007 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/detc2007-35823.

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A comprehensive parametric study is carried out on the longitudinal dynamics of a freight train having different loading patterns. A nonlinear time domain model, with one locomotive and nine wagons, is considered. In another simulation the train model has two locomotives and eight wagons, and in both models, every two cars are connected to each other through an automatic coupler. The effects of different load distribution patterns on the coupler forces for the cases of ascending, descending, constant, ascending-descending and descending-ascending are investigated through a parametric sensitivity study. In order to investigate how an empty wagon and its position in a train-consist model may affect the overall longitudinal dynamic behavior of freight trains a second computer simulation model has been developed. Moreover, the best possible position for the second locomotive with the objective of reaching to the lower longitudinal forces, in the case that an additional locomotive is included will be discussed. Finally, an investigation is carried out to determine the kind of couplers with their relevant specifications that must be installed in different positions of a train-consist in order to improve the longitudinal train dynamic behavior.
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Ahmad, S. S. N., C. Cole, M. Spiryagin, and Y. Q. Sun. "Integrated Methodology for Investigation of Wagon Design Concepts by Simulations." In ASME 2014 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/detc2014-34833.

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Use of simulation in the initial assessment and testing of a rail vehicle has gained popularity in recent years with the advancement of computational power and software. However, there is a lack of guidance and approved methodologies for simulation in standards around the world. Though simulation is considered a vital tool, the use of physical tests for the acceptance/certification of a vehicle design still plays the most significant part. A better understanding of simulation methodology can reduce the requirement for costly, time consuming and potentially risky physical tests. In this paper, a new three stage methodology for investigating a wagon concept has been proposed to achieve the most suitable design in line with any mandatory requirements. The three stages are the development of the multibody model of the concept wagon, a train operation simulation to obtain the critical external forces acting on the wagon and a wagon dynamics simulation. A case study has been added to demonstrate the implementation of the proposed methodology. The simulated case study shows that simulation of wagon dynamic behaviour in multibody software, combined with data obtained from longitudinal train simulation, is not only possible, but it can identify issues with a wagon design that can otherwise be overlooked.
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Durali, Mohammad, and Mohammad Mehdi Jalili Bahabadi. "Investigation of Train Dynamics in Passing Through Curves Using a Full Model." In ASME/IEEE 2004 Joint Rail Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/rtd2004-66044.

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In this article a train model is developed for studying train derailment in passing through bends. The model is three dimensional, nonlinear, and considers 43 degrees of freedom for each wagon. All nonlinear characteristics of suspension elements as well as flexibilities of wagon body and bogie frame, and the effect of coupler forces are included in the model. The equations of motion for the train are solved numerically for different train conditions. A neural network was constructed as an element in solution loop for determination of wheel-rail contact geometry. Derailment factor was calculated for each case. The results are presented and show the major role of coupler forces on possible train derailment.
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Diana, Giorgio, Federico Cheli, Paolo Belforte, Stefano Melzi, Fabio Sgroi, and Francesco Favo. "Numerical and Experimental Investigation of Heavy Freight Train Dynamics." In ASME 2007 International Mechanical Engineering Congress and Exposition. ASMEDC, 2007. http://dx.doi.org/10.1115/imece2007-42693.

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Freight trains all over European Countries are equipped with mechanical couplers, which are using two buffers and a screw coupler in the centre. This configuration needs an extensive study in case of pulled mass exceeding 1600 t: actually National Association would limit train mass to 2000/2400 tons, in order to avoid excessive stresses on couplers. This challenging operative condition should become really severe in presence of switches or sharp radius curve, especially considering that freight trains are able to sustain deceleration in emergency braking condition over 1 m/s2. As well known, in order to investigate the safety issue of heavy freight trains under severe braking/traction conditions (i.e. emergency braking) also negotiating turnouts or sharp curves, an experimental approach can be performed, using a suitably instrumented trainset. Unfortunately, this approach is usually very expensive and does not provide a full understanding of the problem: the information gained with experimental tests would apply only to the particular trainset composition and to the specific track considered. On the other hand, the adoption of numerical simulations, in connection with the experimental tests, can be a useful approach to extend obtained results to a wider range of conditions, allowing an easier variation of the different test parameters. The paper will deal with the investigation performed by Politecnico di Milano together with R.F.I. (Rete Ferroviaria Italiana, the Italian Railway Network operator) on the heavy freight train dynamics. An experimental approach has been used in order to investigate the typical operative condition of a freight train; a freight wagon has been equipped with load cells, displacement transducers on the buffers and tri-axial accelerometers on the wagon frame. Moreover the traction/braking torque applied by the locomotives have been measured. The experimental trainset was composed by two heading locomotives, a series of freight wagons (pulled mass 1600 t), and then another locomotive at the end of the train. The results of the test allowed a better comprehension of the behaviour of the complete trainset, on a steep line, especially during sharp curve negotiation (R = 200 – 300 m): particular attention was paid on the buffer behaviour, because of its fundamental importance for the running safety of the wagons. It was highlighted that the operative condition typical of a sharp radius curve negotiation leads to a stiffer buffer: the increased stiffness of the buffer cannot be neglected for the investigation of the running condition. These tests were used to update an existing numerical software for the analysis of the longitudinal dynamics of heavy freight train, named T.S.Dyn. (Trainset Dynamic Simulator): its numerical model is able to reproduce forces/displacement in the coupling between two adjacent vehicles (buffers and draw gear) of a trainset. Moreover the model is able to consider the dynamic behaviour of the pneumatic braking system of the entire trainset and for this reason it can find proper application even for the simulation of severe braking condition (i.e. emergency braking). The numerical model has been updated taking the advantage of the experimental activity performed and it was implemented in T.S.Dyn code. A comparison between numerical and experimental results will be described in the full paper.
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Durali, Mohammad, and Mohammad Mahdi Jalili. "Time Saving Simulation of Long Train Derailment." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-66885.

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This article presents a new method in determining long train derailment. A new strategy for building train models with large number of wagons has been developed. Previous studies have shown that in a train model, some of the details in the model of the wagons neighboring the wagon under study play minor role in dynamic behavior of the spotted wagon. To reduce the size of the overall model, one would tend to eliminate some of the details of the complex neighboring model having minor effect on overall behavior and trade a small approximation in results for large saving in computation time. In this research this idea is used to develop a train model with one full detail wagon model linked in a train model with a large number of wagons having 3 degrees of freedom. The 3 degrees of freedom wagon models are considered to have yaw, lateral and longitudinal motions. The detailed wagon model has 48 degrees of freedom including nonlinear springs, dampers and friction on sliding surfaces. Nonlinear equations of motion for train were developed using Newton-Euler method. The model was then used to simulate train behavior in passing a bend or applying severe brakes at different speeds. The results show very good agreement with the results of models with full degrees of freedoms in all wagons. The computation time is tremendously decreased in the new method.
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Hazrati Ashtiani, Iman, Subhash Rakheja, A. K. W. Ahmed, and Jimin Zhang. "Hunting Analysis of a Partially-Filled Railway Tank Car." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5631.

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General purpose railway tank cars similar to road tankers are known to transport liquid cargo in partial-fill state due to variations in liquid cargo density and governing axle load limits. It is widely reported that the cargo movements constitute additional forces and moments that could strongly affect the wheel-rail interactions and coupling forces, and thereby the directional dynamics of the wagon. In this study, the linear slosh theory is used to describe the liquid cargo movement in the roll plane by a simple pendulum, which is integrated into a comprehensive nonlinear multi-body model of a three-piece truck to study the effects of liquid cargo slosh on lateral dynamics of the tank car. The model also incorporates the nonlinear secondary suspension restoring and damping forces, attributed to friction of the wedges, using the non-smooth contact method in addition to the geometric constraints of various components. The wheel/rail contact forces are simulated considering non-elliptical wheel-rail contact using the FASTSIM algorithm. The lateral dynamic responses of the multi-body model of a freight car with partially filled liquid load and an equivalent rigid cargo are evaluated to study the effect of cargo movement on the critical speed and the wheelset hunting oscillations frequency. The results obtained considering different fill ratios of the liquid cargo suggest that the fluid slosh yields additional damping effect on the lateral dynamics of the car. Liquid cargo movement within partly-filled tank car could thus yield a beneficial influence on the wheelset hunting. This was evidenced from the phase relationship between the lateral oscillations of the pendulum and the bogie/wheelset. Consequently, a partially filled tanker resulted in relatively higher critical hunting velocity compared to that of the wagon with equivalent rigid cargo.
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Baruffaldi, Leonardo B., and Auteliano A. dos Santos. "Effects of Nonlinear Friction Wedge Damping on Freight Train Dynamics." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-38286.

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Engineers pay great attention to comfort and performance issues, which are related to passenger trains suspension systems. Complex active shock-absorbing devices are developed and modern simulation tools are employed to determine car body vibrations and ride behavior. Freight train suspensions, however, were not given the same focus, presenting the same basic design for about 70 years now. Recent increases in pay-loads and train lines speed, and growing pressures to decrease maintenance costs, are slowly changing this scenario in such a way that numerical simulation methods are being more and more used. Most commercially available simulation software used by train manufacturers to address full vehicle behavior treats the friction wedge — the main damping element in the three-piecetruck suspension — as a weightless unidirectional force element like springs and dampers, which connects the wheel frames to the bolster that supports carbody load. This paper uses an improved friction wedge model to emphasize the importance of considering nonlinear characteristics of friction damping to vertical and longitudinal dynamics of a freight truck wagon modeled with multi-body dynamics.
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