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Journal articles on the topic 'Wagon dynamics'
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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.
2
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.
4
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 .
5
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
6
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.
7
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.
8
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.
Full textAbstract:
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.
9
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.
11
Turanov, Khabibulla, Andrej Gordienko, Shukrat Saidivaliev, and Shukrat Djabborov. "Movement of the wagon on the marshalling hump under the impact of air environment and tailwind." E3S Web of Conferences 164 (2020): 03041. http://dx.doi.org/10.1051/e3sconf/202016403041.
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The effect of the tailwind on the wagon when it is rolling down from the hump. Study of the movement of the wagon on the profile of the marshalling hump. To provide an incorrect formula for determining the relative velocity and air particles, taken as the absolute velocity of the particles. The article applies the theorem on the addition of velocities in complex motion in vector form. Mathematical substantiated errors in the determination of the specific resistance to movement of the wagon from the air medium and wind, derived from the empirical relationships given the aerodynamic performance of the wagons. The results of the research can be used in the processing of the normative-technical document on the design of hump devices on railways and making adjustments to the dynamics of rolling the wagon in textbooks for universities of railway transport. The results of this study prove the need to revise the practical significance of the formula for finding the specific resistance to the movement of the car from the air and wind in the in the normative-technical document “Rules and regulations for the design of sorting devices on the railways track gauge 1 520 mm ”.
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Fomin, Oleksij, Mykola Gorbunov, Alyona Lovska, Juraj Gerlici, and Kateryna Kravchenko. "Dynamics and Strength of Circular Tube Open Wagons with Aluminum Foam Filled Center Sills." Materials 14, no. 8 (April 12, 2021): 1915. http://dx.doi.org/10.3390/ma14081915.
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The study deals with an application of aluminum foam as an energy-absorbing material for the carrying structure of a rail car. The material is particularly recommended for circular tube carrying structures. The authors conducted mathematical modeling of dynamic loads on the carrying structure of an open wagon that faces shunting impacts with consideration of the center sill filled with aluminum foam. It was established that the maximum accelerations on the carrying structure of an open wagon were 35.7 m/s2, which was 3.5% lower in comparison with those for a circular tube structure without a filler. The results obtained were proved by computer modeling. The strength of the carrying structure of an open wagon was also calculated. It was established that aluminum foam applied as a filler for the center sill decreased the maximum equivalent stresses in the carrying structure of an open wagon by about 5% and displacements by 12% in comparison with those involving the circular tube carrying structure of an open wagon without a filler. The natural frequencies and the oscillation modes of the carrying structure of an open wagon were defined. The designed models of the dynamic loading of the carrying structure of an open wagon were verified with an F-test.
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Krishna, Visakh V., Daniel Jobstfinke, Stefano Melzi, and Mats Berg. "An integrated numerical framework to investigate the running safety of overlong freight trains." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 235, no. 1 (February 18, 2020): 47–60. http://dx.doi.org/10.1177/0954409720905203.
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Long freight trains up to 1500 m in length are currently not in regular operation in Europe. One of the important reasons for the same is high inter-wagon forces generated during the operation, especially when pneumatic (P-type) brake systems are used. For long trains with multiple locomotives at different positions along the train, radio communication with necessary fail-safe mechanisms can be used to apply the brakes. Long freight train operation on a given line is subjected to various attributes such as braking/traction scenarios, loading patterns, wagon geometries, brake-block materials, buffer types, track design geometries, etc., which are referred to as heterogeneities. The complex longitudinal train dynamics arising in the train due to various heterogeneities play a major role in determining its running safety. In this context, the maximum in-train force refers to the maximum force developed between any two wagons along the train during operation. The tolerable longitudinal compressive force is the maximum compressive force that can be exerted on a wagon without resulting in its derailment. Here, the authors adopt a bottom-up approach to model pneumatic braking systems and inter-wagon interactions in multibody simulation environments to study the complex longitudinal train dynamics behavior and estimate maximum in-train forces and tolerable longitudinal compressive forces, subjected to various heterogeneities. These two force quantities intend to facilitate a given freight train operation by providing guidelines regarding the critical heterogeneities, that currently limit its safe operation. In doing so, the authors propose the notion to have an operation-based approval for long freight trains using the simulations-based tool.
14
Pokrovskaya, O. D. "A stand for researching the dynamics and strength of a freight wagons bogie." Transport Technician: Education and Practice 2, no. 3 (September 14, 2021): 327–38. http://dx.doi.org/10.46684/2687-1033.2021.3.327-338.
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The purpose of the study is to characterize the laboratory equipment of a new generation that meets the requirements that are imposed today on the training of specialists in the rolling stock of railways. Analytical, diagnostic and didactic methods, theory and methodology of design and mechanics of freight wagon, theory of complex systems, systems engineering, modeling, as well as methodological tools for organizing experiments were used. The scientific novelty is the constructive and technological scheme of a specialized laboratory stand; a didactic set of materials for organizing laboratory work using this stand.It has been established that the introduction of a new rolling stock with an increased carrying capacity is the main trend of modern car building and should be accompanied by appropriate training of highly qualified specialists capable of further development of new generation freight wagons. It is noted that conducting educational and research sessions involves studying not only the problems of strength, but also acquiring skills in working with digital technologies for collecting and transmitting data. A detailed description is given of a specialized stand developed at the Department of "Wagons and Carriage Facilities" of PGUPS for studying the properties of dynamics and strength of freight wagons of the laboratory stand. In particular, the device of the base trolley model 18-9855 is shown, the technology of the stand operation is described, illustrative materials are given on the structure and principle of operation of the projected stand. For practical laboratory exercises, a typical version of laboratory work with the use of this stand is proposed. It is shown that the involvement of students in the implementation of practical experiments and applied bench research increases interest in the future profession and allows the formation of strong skills in practical diagnostics of the current state of a freight wagon.
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Puszkiewicz, Wojciech, Piotr Piątkowski, and Patryk Puszkiewicz. "The railway wagons for cargo transportation." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 24, no. 6 (June 30, 2019): 414–24. http://dx.doi.org/10.24136/atest.2019.185.
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The characteristic features of freight wagons used for transporting goods by railway carriers in Poland were presented in this article. Particular attention was paid to the way of marking wagons and safety rules related to rail traffic. The advantages and disadvantages of railway transport in the aspect of selected goods were presented in this work. The article refers to the elements of wagon economy in Poland in 1991 to 2017, and shows the dynamics of changes in their use for transportation. Economic data were prepared on the basis of GUS data broken down by type and amount of transported totally.
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Razaghi, Reza, Majid Sharavi, and Mohammad Mahdi Feizi. "INVESTIGATING THE EFFECT OF SLOSHING ON THE ENERGY ABSORPTION OF TANK WAGONS CRASH." Transactions of the Canadian Society for Mechanical Engineering 39, no. 2 (June 2015): 187–200. http://dx.doi.org/10.1139/tcsme-2015-0014.
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One of the main fluid mechanics phenomena is fluid sloshing which is originated from the free surface of fluid and should be taken into account in design of fluid structures such as fuel tank wagons, ships and so on. The aim of this paper is to investigate the effect of tank fluid sloshing on energy absorption and reducing tank acceleration during the tank wagon impact. For this purpose, methods of software simulation and dynamics solution methods are accomplished. The assumed wagon includes a tank with the approximate volume of 95 m3 and capacity of 65 tons of fluid. Using finite element method, the tank impact is simulated based on the corresponding standards for different heights of fluid in the tank. Obtained results show fluid height increase has an inappropriate effect on energy absorption among impact however the more fluid in tank, the more time would be consumed for energy absorption in general. At the end, by using crash test results for a tank with aforementioned scale, validity of impact software simulation and dynamic solution method considering the tank fluid as mass-spring model are checked.
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Voynash, S. A., and A. S. Voynash. "Study of traction dynamics of a caterpillar tractor wagon." Traktory i sel hozmashiny 84, no. 12 (December 15, 2017): 32–36. http://dx.doi.org/10.17816/0321-4443-66376.
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Existing caterpillar dump trucks, including foreign ones, with relatively small amounts of work carried out seasonally, for example, when building roads in logging areas, are not effective enough. It is proposed to use trail equipment available for logging needs for road construction. LLC «Plant of Caterpillar Machines» developed a schematic solution for a caterpillar tractor wagon obtained by equipping the serial rubber trail tractor TGL-4.04 with a large-capacity dump truck and using bulldozer equipment with a turning blade. In order to assist the customer using the caterpillar dump truck based on the trail tractor TGL-4.04 in determining the loading parameters corresponding to the modes of the most efficient use of the machine under specific operating conditions, the tasks of developing fairly simple nomograms graphically linking the main load parameters of a caterpillar tractor wagon characteristics with typical operating conditions. The technique of calculation of dynamic characteristics of a caterpillar tractor wagon is stated. Variants of a dynamic passport are proposed, including a nomogram of the regular-route load. Each version of the dynamic passport contains two quadrants: in the right quadrant, the dynamic characteristic «on the engine»; in the left quadrant, the dependences of the dynamic factor on the elevation angle of the terrain and the drag coefficients for medium and heavy conditions are presented (dynamic characteristic «according to traffic conditions»). Examples of the analysis of the nature of the movement of a caterpillar tractor wagon at a given speed under given conditions are given. The proposed improved version of the dynamic passport with the nomogram of the regular-route load makes it possible to formulate practical recommendations on the values of the regular-route loads and the speeds of the caterpillar tractor wagon when transporting goods under specific operating conditions.
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Wójcik, Krzysztof, Jerzy Małachowski, Paweł Baranowski, Łukasz Mazurkiewicz, Krzysztof Damaziak, and Wiesław Krasoń. "MULTI-BODY SIMULATIONS OF RAILWAY WAGON DYNAMICS." Journal of KONES. Powertrain and Transport 19, no. 3 (January 1, 2015): 499–506. http://dx.doi.org/10.5604/12314005.1138164.
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Stichel, S. "On freight wagon dynamics and track deterioration." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 213, no. 4 (July 1999): 243–54. http://dx.doi.org/10.1243/0954409991531182.
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Sun, Y. Q., M. Dhanasekar, and D. Roach. "A three-dimensional model for the lateral and vertical dynamics of wagon-track systems." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 217, no. 1 (January 1, 2003): 31–45. http://dx.doi.org/10.1243/095440903762727339.
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Lateral and vertical dynamics of the wagon and track affects the maintenance and safety of the heavy haul railway operation. With a view to understanding this aspect comprehensively, a three-dimensional wagon-track system dynamics (WTSD) model is developed and presented. The model consists of a full wagon with 37 degrees of freedom (DOF), a four-layer track with discretely supported rails and a wheel-rail interface representing Kalker's creep and Hertzian contact parameters. The model has been validated using two sets of field data: one dealing with vertical impact due to the flat wheel and the other dealing with lateral hunting. The effect of detailed track modelling on lateral hunting is discussed, and the capability of the three-dimensional WTSD model in predicting lateral impact is demonstrated.
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Kuzyshyn, A. "INVESTIGATION THE INFLUENCE DIFFERENCE OF THE WAGON’S WHEELS DIAMETERS ON ITS DERAILMENT BY QUASI-DYNAMICS METHOD." Criminalistics and Forensics, no. 64 (May 7, 2019): 608–14. http://dx.doi.org/10.33994/kndise.2019.64.57.
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In the article the author notes that the horizontal forces arising in the process of pressing the wheel flanges to the working edge of the rail, under certain conditions can be very significant. These forces, in combination with the wheel unloading, caused by the geometric deviation of the track in the plan and profile, can lead to rolling the wheel of the wheelset onto the rail head and, as a consequence, to the stock derailment. Such pressing of the wheel to the rail head in the straight part of the track can occur when faults in the running gears of the wagons: non-parallelism of the axles of the wheel pairs of the bogie frame by the difference in the bases of the side frames, wear of the guide axle-box openings; the difference of the flanges on one wheel pair is more than permissible, wear of the body and bogie bolster center plates, step bearing; a significant difference in the diameters of the wheels of the wheelset caused by the intense wear of the rolling surface of one of them, etc. The article deals with the investigation of the influence of the wheels’ diameters difference of the wheelset on the amount of lateral force for the empty and loaded state of the rolling stock wagon. The results obtained made it possible to conclude that an increase in the wheels’ diameters difference of the wheelset of a loaded wagon of rolling stock leads to more intensive growth of the lateral force, as compared with the exhaust. This is caused by the linear dependence of the lateral force on the mass of the wagon of the rolling stock. However, for both the empty and the loaded wagon, the increase in the lateral force value has a negative effect. In conjunction with the unloading of the wheel it increases the probability of rolling in the wheel of the wheelset on the rail head. Also, an increase in the action of the lateral force from the wheelset on the rail, causes increased wear of the rail, the wheel flange, which is pressed. At the same time, rolling surfaces of an irregular shape are formed on the surface of the other wheel. Therefore, it is important to ensure the maintenance of the wheels of a wheel pair with the smallest difference in its diameters. Key words: rolling stock, diameter difference of wheels, quasi-dynamics method.
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Balevičius, Vytautas, Stasys Steišiūnas, and Gintautas Bureika. "INVESTIGATION INTO THE IMPACT OF SUSPENSION PARAMETERS OF FREIGHT WAGONS ON RUNNING SMOOTHNESS / PREKINIŲ VAGONŲ PAKABOS PARAMETRŲ ĮTAKOS VAŽIAVIMO TOLYGUMUI TYRIMAS." Mokslas – Lietuvos ateitis 6, no. 5 (December 19, 2014): 538–45. http://dx.doi.org/10.3846/mla.2014.697.
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The paper analyses the running smoothness of the rolling-stock as the main feature of wagon dynamics. The running smoothness of the freight wagon is evaluated considering the parameters of vibrations and the oscillation process. During the process of wagon running on the track, the forced oscillations of the elements of the body, chassis and suspension are excited. Four-axle freight wagon movement down the track taking into account the given vertical and lateral irregularities has been simulated using software package “Universal Mechanism”. The dependencies of the oscillation amplitudes of the wagon body on track irregularities and vertical and lateral suspension settings have been defined. The dependencies of wagon suspension settings and derailment stability on changes in the wagon mass have been examined in the paper. Finally, basic conclusions have been given. Straipsnyje nagrinėjama viena pagrindinių vagono dinamikos savybių – važiavimo tolygumas. Riedmenų važiavimo tolygumas vertinamas jų masių svyravimo proceso ir kėbulo vibracijų parametrais. Vagonui važiuojant bėgių kelio nelygumais, sužadinami priverstiniai kėbulo, pakabos ir važiuoklės elementų svyravimai. Programiniu paketu „Universal Mechanism“ sumodeliuotas prekinio keturašio vagono važiavimas keliu, kuriame yra bėgių vertikalių ir skersinių nelygumų. Nustatyta vagono kėbulo svyravimų amplitudžių priklausomybė nuo bėgių kelio nelygumų bei vertikaliųjų ir skersinių pakabos parametrų. Straipsnyje nagrinėjama vagono pakabos parametrų ir stabilumo nuriedėjimui nuo bėgių atveju priklausomybė, kintant vagono masei. Pabaigoje pateiktos išvados.
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Lu, Bi Hong, Xiao Yuan Chen, Bao Zhang Qu, and Hong Bo Zhang. "Research on Wheel-Shoe Wear for High Friction Composite Brake Shoes Based Foundation Brake Rigging in Railway Wagon." Key Engineering Materials 667 (October 2015): 530–35. http://dx.doi.org/10.4028/www.scientific.net/kem.667.530.
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For improving braking efficiency, the high friction composite brake shoe, instead of cast-iron shoe, is widely used in railway wagon. However, some flange and tread of the foundation brake rigging wear frequently in operation, leading to the over standard of wheel diameter difference, which affects the safety performance and the running efficiency of railway transport. This paper uses the normal pressure between wheels and shoes as the evaluation index of tread wear and the lateral shift of brake beam as the evaluation index of flange wear. With the multi-body dynamics simulation method, take a research on the influence of curve braking for flange and tread wear. Firstly, establish a multi-rigid body dynamics model of the foundation brake rigging in RecurDyn software. And then, take a research on the lateral shift of brake beam and the pressure distribution of shoes for empty and loaded wagon on four kinds of curves braking respectively. At last, to testify the simulation results theoretically, analytical method is used to derive lateral force of the brake beam. The results indicate that the lateral shift of rear brake beam which lead the shoe moving close to the flange is the cause of flange wear, and the positive pressure between wheel and shoe of one wheel-order bigger than others is the cause of tread wear. The research accomplishments above provide technical support for further improvement of the foundation brake rigging in railway wagons.
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Kaiser, I., J. Vinolas, D. Gómez del Pulgar, and R. Galán. "Contribution of variable gauge freight wheelsets to interoperability." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 5 (December 10, 2018): 489–505. http://dx.doi.org/10.1177/0954409718804960.
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Railway running gear with variable gauge has been successfully introduced in vehicles for passenger traffic providing a drastic reduction of the time required for the gauge change. Therefore, using wheelsets with variable gauge even for freight wagons seems to be a very promising option for accelerating freight traffic. However, there are several concerns regarding the higher mass of such wheelsets, which increase the unsprung mass of the vehicle with an effect on the dynamics. In order to assess these concerns, the running behaviour of a freight wagon on a straight track and in a curve and its risk of rolling contact fatigue are compared for different configurations of the vehicle; these configurations are determined by the inertia of the wheelsets, by the track geometry using the standard and the Iberian gauge, by the wheel profile and by the loading condition. The comparison of the results shows that the higher inertia of the variable gauge wheelset does not cause drastic changes in the running behaviour. Therefore, with regard to the dynamic behaviour, the use of variable gauge wheelsets in freight wagons is a feasible solution.
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Wu, Qing, Colin Cole, and Maksym Spiryagin. "Assessing wagon pack sizes in longitudinal train dynamics simulations." Australian Journal of Mechanical Engineering 18, no. 3 (August 27, 2018): 277–87. http://dx.doi.org/10.1080/14484846.2018.1512440.
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Wang, Jing, Qichang Zhang, Yuebin Yu, Jianxin Han, and Dong Li. "Nonlinear Dynamic Analysis of Railway Wagon End Wall under the Action of Granular Media." Mathematical Problems in Engineering 2015 (2015): 1–9. http://dx.doi.org/10.1155/2015/630135.
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In wagon end wall system under the action of granular media, the model of the wall is the result of multiple factors. To figure out how the key factors act, the large amplitude vibration together with the contribution from the action of granular media to build the nonlinear dynamics equation of the wagon end wall has been taken into account. In this paper, the effects of varying damping, added mass, and force due to the action of granular media on the patterns of movement and response performance were discussed in detail. Furthermore, the finite element model of end wall-granular media was established. It proves that the theoretical result is correct compared with the FEM results. It indicates that the resonance frequency of the wall declines with the increase of the height of granular media, while the frequency increases with the increase of the particle size of granular media. The nonlinear dynamics of the wall is less affected by the height ratio and particle size of granular media, while it is greatly affected by the height and the thickness of wall, which should be seriously considered in structural design of the wagon.
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Uyulan, Caglar, and Ersen Arslan. "Simulation and time-frequency analysis of the longitudinal train dynamics coupled with a nonlinear friction draft gear." Nonlinear Engineering 9, no. 1 (February 7, 2020): 124–44. http://dx.doi.org/10.1515/nleng-2020-0003.
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AbstractTrain safety and operational efficiency can be improved by investigating the dynamics of the train under varying conditions. Longitudinal train dynamics (LTD) simulations performed for such purposes, usually by utilising a nonlinear time-domain model. This paper covers two modes of LTD results corresponding to the time domain and frequency domain analysis. Time-domain solutions are essential to evaluate the full response used for parameter optimisation and controller design studies while frequency domain solutions can provide significant but straightforward clues regarding system dynamics. An advanced draft gear model, which works under a four-stage process is constructed considering all structural components, geometric relationships, friction modelling and dynamic characteristics such as hysteresis, stiffening, state transition, locked unloading, softening. Then, this model is parametrically reduced and implemented into an LTD simulation. The simulation in the time domain is conducted assuming a locomotive connected with a nine wagon via “ode3” fixed-step solver. The transfer function among the first wagon acceleration (output) and the locomotive force (input) estimated through system identification methodology. Then, the identification results interpreted by investigating step-response characteristic and best response giving parameter set is selected. Next, the modal and spectral analysis performed to reveal the behaviour of the in-train forces and the effects of vibration. This paper discusses a reliable methodology for the longitudinal dynamic analysis of the multi-bodied train in time and frequency domain and clarifies in-train vibration behaviour under the existence of sophisticated draft gear.
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Efimova, Natalya V., Natalya A. Sudeikina, Vladimir R. Motorov, Galina V. Kurenkova, and Elizaveta P. Lemeshevskaya. "Comparative assessment of the dynamics of individual carcinogenic risk for workers of the main professions of wagon repair production." Russian Journal of Occupational Health and Industrial Ecology, no. 5 (May 31, 2019): 260–65. http://dx.doi.org/10.31089/1026-9428-2019-59-5-260-265.
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Introduction.Part of the population working at carcinogenic enterprises is exposed to double exposure to carcinogens (in industrial and domestic conditions), however, studies to assess the total inhalation exposure is practically not carried out.The aim of the studyis hygienic assessment of the contribution of working environment factors to the formation of individual carcinogenic risk (ICR) for workers in the main professions in the car repair company, including the assessment of the predicted values of occupational risks in the dynamics of work experience.Materials and methods. There was the calculation of the levels of ICR for workers of the main professions in the wagon wheel, wagon meintenance, wagon assembly workshops. The assessment of exposure for workers is given on long-term average concentrations in the air of the working area and on average annual concentrations in the atmospheric air. When calculating the doses of toxicants in the air of the working area, «standard» parameters of pulmonary ventilation for an adult, body weight, work experience in contact with carcinogenic substances — from 1 to 30 years, the number of days in contact — 240, working time — 8 hours (in accordance with the duration of the working day) were used.Results.Workers of major occupations carcinogenic enterprise levels ICR differ in dozens of times. Calculation of ICR at 30-year work experience showed that in all studied main and auxiliary professions the total ICR was in the 4th range (more than 1,0·10–3). Unacceptable values for the predicted ICR for the professions of «painter», «locksmith-electrician», «impregnator», «mechanic of rolling stock» begin with a 5-year work experience, the least carcinogenic is the work of a tinker, whose risk reaches an unacceptable level after 20 years of the work experience. Among the most dangerous jobs should be attributed to the wagon assembly workshop. In contribution to the ICR the leading carcinogens are benzene, nickel, formaldehyde.Conclusions:The problems of monitoring carcinogens in the production environment, expert assessments to prove the professional genesis of malignant neoplasms were considered; it is noted that the rank number of carcinogenic professions of wagon repair production is as follows: painter, electrician, impregnator, mechanic of rolling stock.
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Quan SUN, Yan, Maksym SPIRYAGIN, Colin COLE, and Dwayne NIELSEN. "WHEEL–RAIL WEAR INVESTIGATION ON A HEAVY HAUL BALLOON LOOP TRACK THROUGH SIMULATIONS OF SLOW SPEED WAGON DYNAMICS." Transport 33, no. 3 (October 2, 2018): 843–52. http://dx.doi.org/10.3846/16484142.2017.1355843.
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Heavy haul railway track infrastructure are commonly equipped with balloon loops to allow trains to be loaded/unloaded and/or to reverse the direction of travel. The slow operational speed of trains on these sharp curves results in some unique issues regarding the wear process between wheels and rails. A wagon dynamic system model has been applied to simulate the dynamic behaviour in order to study the wheel–rail contact wear conditions. A wheel–rail wear index is used to assess the wear severity. The simulation shows that the lubrication to reduce the wheel–rail contact friction coefficient can significantly reduce the wear severity. Furthermore, the effects of important parameters on wheel–rail contact wear including curve radius, wagon speed and track superelevation have also been considered.
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Wu, Qing, Colin Cole, Maksym Spiryagin, and Weihua Ma. "Preload on draft gear in freight trains." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 6 (October 31, 2017): 1615–24. http://dx.doi.org/10.1177/0954409717738849.
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Adjusting draft gear preloads requires minimum or no structural changes to the existing coupler systems. Better or optimal preloads are more promising to be implemented than modifying other parameters such as wedge angles and spring stiffness. This paper presents a method to model draft gear preloads and investigates the numerical step-size requirements for the simulations of draft gear preloads. The implications of preloads on the draft gear impact performance, longitudinal train dynamics performance and coupler fatigue damage were also investigated. The results show that step sizes of less than 2.5 and 0.2 ms (with the fourth Runge–Kutta solver) are recommended to simulate preloads during the simulations of longitudinal train dynamics and wagon impacts, respectively. Wagon impact simulations indicate that the increase of draft gear preloads can noticeably decrease the maximum draft gear deflection during wagon impacts. Longitudinal train dynamics simulations for a distributed power train with 214 vehicles on a 320 km long track were conducted. The longitudinal train dynamics simulations indicate that, when the preload is increased from 0 to 100 kN, the difference of maximum vehicle accelerations is insignificant. When the draft gear preload is further increased to 200 or 300 kN, maximum vehicle accelerations are evidently increased. Draft gear preloads do not noticeably influence the maximum tensile coupler forces. However, preloads have evident implications for maximum compressive coupler forces, especially for the second half of the train. Coupler fatigue damage calculations show that the sum of coupler fatigue damage evidently decreases with the increase of draft gear preload. The damage for the zero preload case is 8.7 times than that of the 300 kN preload case.
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True, Hans, and Rolf Asmund. "The Dynamics of a Railway Freight Wagon Wheelset With Dry Friction Damping." Vehicle System Dynamics 38, no. 2 (February 13, 2003): 149–63. http://dx.doi.org/10.1076/vesd.38.2.149.5617.
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Harak, Sachin Sudhakar, Sandipp Krishnan Ravi, Satish Chandra Sharma, and Suraj Prakash Harsha. "Effect of vertical track irregularities on the dynamics of freight railway wagon." International Journal of Vehicle Noise and Vibration 11, no. 2 (2015): 133. http://dx.doi.org/10.1504/ijvnv.2015.070025.
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Jönsson, P. A., E. Andersson, and S. Stichel. "Influence of link suspension characteristics variation on two-axle freight wagon dynamics." Vehicle System Dynamics 44, sup1 (January 2006): 415–23. http://dx.doi.org/10.1080/00423110600872416.
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Crăciun, Camil, and Cătălin Cruceanu. "Influence of resistance to motion of railway vehicles on the longitudinal trains dynamics." MATEC Web of Conferences 178 (2018): 06003. http://dx.doi.org/10.1051/matecconf/201817806003.
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Longitudinal dynamics of trains is a subject that generates discussions and views on the parameters that interfere and influence both the size of the forces and their distribution in the train body. The paper is a study to determine the influence of resistances to motion on the longitudinal dynamic forces that develop in the body of the train in the braking process. For this, a train study model of ten identical vehicles, to which the locomotive may or may not be attached, is adopted. Initially, the simulation program for the non-locomotive model is run in two variants: with and without introducing additional resistances to motion, followed by the same simulations but with the locomotive introduced and a wagon removed, thus the number of vehicles remains the same for all the cases presented.
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Lack, Tomáš, and Juraj Gerlici. "Y25 freight car bogie models properties analysis by means of computer simulations." MATEC Web of Conferences 157 (2018): 03014. http://dx.doi.org/10.1051/matecconf/201815703014.
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The article deals with the results of the simulation analysis of a railway wagon bogie model. We analysed four freight wagon bogie variants for its dynamics properties research. The bogie models correspond in general to the Y25 bogie concept. The models were created in SIMPACK software enhanced by the RAIL module. From the research results depicted in the graphs we found out, that the newly designed bogie variant gives the best results when compared to the other analysed versions. The newly designed model consists of a standard Y25 bogie frame with two Lenoire friction dampers. This bogie is equipped with longitudinal linkages on both sides. These linkages are completed with a radial torsion binding, torsion rod, between side bogie parts. The contact of railway wheels and rails generates active forces affecting the surface contact, affecting the size of the normal and tangential stress, wear surfaces of the wheel/rail, or directly the size of the derailment.
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Ловська, Альона Олександрівна. "Computer simulation of wagon body bearing structure dynamics during transportation by train ferry." Eastern-European Journal of Enterprise Technologies 3, no. 7(75) (June 24, 2015): 9. http://dx.doi.org/10.15587/1729-4061.2015.43749.
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Gialleonardo, Egidio Di, Stefano Bruni, and Hans True. "Analysis of the nonlinear dynamics of a 2–axle freight wagon in curves." Vehicle System Dynamics 52, no. 1 (December 20, 2013): 125–41. http://dx.doi.org/10.1080/00423114.2013.863363.
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Batig, А., and A. Kuzyshyn. "INVESTIGATION CASES OF ROLLING STOCK DERAILMENT USING MATHEMATICAL MODELING." Theory and Practice of Forensic Science and Criminalistics 20, no. 2 (December 4, 2019): 340–50. http://dx.doi.org/10.32353/khrife.2.2019.26.
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The purpose of this article is to analyze the need to apply the methods of mathematical modeling when performing examinations of rolling stock derailment.
The description of the dynamic behavior of rolling stock when moving on the track is a rather complicated, time-consuming process, which requires highly qualified expert and time-consuming.
The presence of detailed mathematical models of the constituent units of the rolling stock would greatly facilitate the study of cases of their derailment.
At present, a significant number of scientific papers are devoted to the study of the dynamics of rolling stock movement using mathematical models.
In Lviv NDISE, investigations of such railway accidents as rolling stock derailment from the rails are performed by experts according to the methods developed by the doctor of technical sciences Sokol E. M., allowing to take into account a certain number of parameters of wagon running gears.
At present, when experts examine the cases of rolling stock derailment, there is a need to develop new methods that would allow to take into account more parameters of the undercarriage parts of the wagons, such as: parameters of the damping system, spring suspension, bolster, node of the body-bogie bolster center plates, etc. P. There are also cases of railway accidents, in which one of the reasons may be the presence of defects on the rolling surface of the wheels of the rolling stock.
In this regard, experts of Lviv NDISE to take into account the above-mentioned parameters of the running gears and to identify the most significant for rolling stock derailment, it was developed object-oriented programming in the computer environment Maple.
At present, have developed a mathematical model of a passenger car of a diesel train, the DPKr-2, and an improved mathematical model of a freight wagon.
The authors of the article came to the conclusion that the use of mathematical models and their computer solution can facilitate the process of researching rolling stock cases from the rails, as it allows automating and speeding up the study of dynamic indicators of rolling stock, facilitating the process of establishing the limiting values of its technical condition parameters and assessing the consequences changes in these parameters in certain working conditions.
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Wu, Qing, Colin Cole, Maksym Spiryagin, and Tim McSweeney. "Parallel multiobjective optimisations of draft gear designs." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (January 31, 2017): 744–58. http://dx.doi.org/10.1177/0954409717690981.
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This paper presents the methodology and results of the parallel multiobjective optimisations of draft gear designs. The methodology used white-box draft gear models, whose parameters were used as the optimisation variables. Two optimisation algorithms were used: genetic algorithm and particle swarm optimisation. All the optimised draft gear designs were constrained by impact tests to ensure that the optimised designs also comply with the current acceptance standards for draft gears. The performance of draft gears was assessed using whole-trip longitudinal train dynamics simulations and coupler fatigue damage calculations. Each simulation covered a round trip (loaded one way, empty on return) over a total of 640 km of track, which involved about 10 h of operational time. Three optimisation objectives were considered: minimal fatigue damage for wagon connection systems of loaded trains, minimal in-train forces for loaded trains, and minimal longitudinal wagon accelerations for empty trains. Two case studies were presented, which optimised two types of draft gears (single-stage and double-stage draft gears) using genetic algorithm and particle swarm optimisation, respectively.
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Yan Q SUN, Colin COLE, Maksym SPIRYAGIN, and Manicka DHANASEKAR. "Vertical Dynamic Interaction of Trains and Rail Steel Bridges." Electronic Journal of Structural Engineering 13, no. 1 (January 1, 2013): 88–97. http://dx.doi.org/10.56748/ejse.131641.
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Rail steel bridges are vulnerable to high impact forces due to the passage of trains; unfortunately the determination of these transient impact forces is not straightforward as these are affected by a large number of parameters, including the wagon design, the wheel-rail contact and the design parameters of the bridge deck and track, as well as the operational parameters – wheel load and speed. To determine these impact forces, a detailed rail train-track/bridge dynamic interaction model has been developed, which includes a comprehensive train model using multi-body dynamics approach and a flexible track/bridge model using Euler-Bernoulli beam theory. Single and multi-span bridges have been modelled to examine their dynamic characteristics. From the single span bridge, the train critical speed is determined; the minimum distance of two peak loadings is found to affect the train critical speed. The impact factor and the dynamic characteristics are discussed.
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Han, Hui Shi, Mei Han, and Xiao Xia Wang. "Study on Lateral Vibration Offsets of Speed Increased Freight Cars on the Tangent Track." Advanced Materials Research 779-780 (September 2013): 567–71. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.567.
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According to the vehicle dynamics theory, the dynamics simulation models of single-vehicle NX70H flat marked loading capacity of 70t with K5 bogies and NX70 flat marked loading capacity of 70t with K6 bogies under certain loading and running conditions were established by SIMPACK, in order to discuss the change rules of the roll angles, the yaw angles, the lateral offsets and the maximum lateral vibration offsets. Based on the statistical analysis of data calculated by SIMPACK, the results of dynamics single-vehicle models of the two wagon types running on Chinese I and III grade railway lines respectively were compared. Simulation results show that the running speed, the line condition and the height distancing the rail surface all have a significant impact on the maximum lateral vibration offset.
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Lovska, Alyona, Oleksij Fomin, Václav Píštěk, and Pavel Kučera. "Dynamic Load and Strength Determination of Carrying Structure of Wagons Transported by Ferries." Journal of Marine Science and Engineering 8, no. 11 (November 11, 2020): 902. http://dx.doi.org/10.3390/jmse8110902.
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A rapid development of economic relations between states has required an introduction of combined rail/ferry transportation. A feature of this type of transportation is the possibility of wagons traveling by sea on specially equipped ships—railway ferries. However, the transportation of wagons by sea is accompanied by damage to their structures. This follows from the fact that the wagons are not adapted to this type of transportation. In addition, the design of wagons does not consider the loads that can act on them during transportation by sea. In this connection, it is important to study the dynamic loading and strength of wagons during their transportation by sea. The current work investigated into dynamic load on the carrying structure of wagons transported by ferries using mathematical and computer modelling and defined accelerations on the wagon body. The adequacy of the models was checked with an F-test. The results of strength calculation for the carrying structure of a wagon made it possible to conclude that a typical fixation diagram does not provide the admissible range of strength parameters. The current work proposed an improved fixation diagram for cars on the deck with the viscous binder. The solution was substantiated by the results of the mathematical modelling of dynamic forces, strength, and stability of the carrying structure of a wagon on the deck. The results of the work will contribute to the creation of recommendations for the transportation of wagons on ferries. The research can contribute to safe transportation of wagons by ferries, and higher efficiency of the combined transportation
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Rudavsʹkyy, D. V., M. S. Shefer, Yu I. Kanyuk, Z. Ya Shpak, and N. S. Ripak. "Calculation model for the evaluation of tired defect development in the freight wagon side frame." Ukrainian Journal of Information Technology 3, no. 2 (November 23, 2021): 15–20. http://dx.doi.org/10.23939/ujit2021.02.015.
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The reliability and safe operation of mechanical elements of rail transport is an important and relevant scientific and technical issue since high-loaded units and elements of its chassis are exposed to prolonged operation and their failure can lead to damage with catastrophic consequences. To prevent the possible failure of such objects, there is a necessity for a reliable estimation of their residual life. Among the cast parts of the freight car trolley, the side frames are one of the most loaded elements, which take on dynamic loads that cause vibrations of the unsprung parts of the freight car. The side frame of the 18-100 trolley, as a typical representative of a number of trolleys of freight cars, does not have a sufficient margin of resistance to fatigue and survivability, so it is sensitive to some deviations and defects (different wall thickness, sinks, and pores, residual stresses) that are detected during the operation process. Based on the energy approach of the mechanics of materials fatigue failure, the calculation models for estimating the dynamics of the development of crack-like defects under the action of operational load are developed in this work. The calculation models constructed using modern information technologies, and the software developed for their numerical implementation allow predicting the impact of irregular cyclic loading and complex stress on the growth of surface fatigue crack in the side frame of the carriage, which significantly brings the problem closer to real operating conditions. Numerical calculations were performed using a computer program of our own development in the Python programming language. At the first stage of the program functioning the spectrum of amplitudes of irregular cyclic loading is built, at the second - the program module of numerical solution construction for systems of usual differential equations of the proposed mathematical model of fatigue defect development is started. Calculations of the fatigue crack growth dynamics taking into account the action of shear stresses in the section with the crack of the side frame showed a slight effect of shear stresses on the residual durability of the frame. It is demonstrated that the dynamics of surface crack development significantly depend on its initial geometry. The proposed calculation method for determining the initial shape of the surface crack with a minimum period to critical growth can be effectively used to predict the residual durability during the technical diagnosis of the running gear parts of railway rolling stock. Keywords: wagon side frame; fatigue crack; probability distribution function; load amplitude spectrum; numerical method.
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Cruceanu, Cătălin, and Camil Ion Crăciun. "Effects of Slow-Acting Brakes Application Time Regulated Limits on Freight In-Train Forces." Applied Mechanics and Materials 809-810 (November 2015): 1133–38. http://dx.doi.org/10.4028/www.scientific.net/amm.809-810.1133.
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The paper originally investigates the influence of the admitted ranges of slow-acting filling time of brake cylinder on longitudinal dynamics of freight trains, using experimental air pressure data obtained in tests on filling characteristics. Mechanical and pneumatic models are summarized and numerical simulations were performed for a train composed of six wagon train, in different filling characteristics configurations. The results reflect significant effects on in-train forces values, while evolution and disposition of compression and tensile forces between neighbored vehicles in the long of the train are also affected.
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Phillips, D. R., R. J. Furnstahl, U. Heinz, T. Maiti, W. Nazarewicz, F. M. Nunes, M. Plumlee, et al. "Get on the BAND Wagon: a Bayesian framework for quantifying model uncertainties in nuclear dynamics." Journal of Physics G: Nuclear and Particle Physics 48, no. 7 (May 20, 2021): 072001. http://dx.doi.org/10.1088/1361-6471/abf1df.
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Clanachan, M. Mc, C. Cole, D. Roach, and B. Scown. "An Investigation of the Effect of Bogie and Wagon Pitch Associated with Longitudinal Train Dynamics." Vehicle System Dynamics 33, sup1 (January 1, 1999): 374–85. http://dx.doi.org/10.1080/00423114.1999.12063096.
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Xu, Zi Qiang, Shi Hui Luo, Qing Wu, and Wei Hua Ma. "The Curving Behaviour of Heavy-Haul Locomotive Couplers." Applied Mechanics and Materials 197 (September 2012): 409–14. http://dx.doi.org/10.4028/www.scientific.net/amm.197.409.
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Two types of typical heavy-haul locomotive coupler models were presented, one is round-pin coupler with shoulder-limit, and another is flat-pin coupler with frictional tail pairs and stop-limit, both of them adapting nonlinear hysteresis buffer models. Utilizing a train model consists of 2 detailed locomotives and 1 simplified freight wagon, curving behaviour of different couplers were studied. The results show that, the actual curving behaviour of different couplers could be accurately simulated by the established coupler dynamics models. This paper will play a promoting role for analyzing actual heavy-haul locomotive running behaviours and safety.
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Fomin, Oleksij, Juraj Gerlici, Alyona Lovska, Kateryna Kravchenko, Pavlo Prokopenko, Anna Fomina, and Vladimir Hauser. "Durability Determination of the Bearing Structure of an Open Freight Wagon Body Made of Round Pipes during its Transportation on the Railway Ferry." Communications - Scientific letters of the University of Zilina 21, no. 1 (February 20, 2019): 28–34. http://dx.doi.org/10.26552/com.c.2019.1.28-34.
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In order to reduce the cost of designing and manufacturing of the new-generation open wagons, it is proposed to construct their carrying systems from round pipes. In order to exploit the proposed designs of wagons in international rail-water communication, it is assumed that they will be equipped with assemblies for fastening of chain binders. The maximal values of accelerations, as components of dynamic load acting on open wagons, made from round pipes during their transportation on a railway ferry, are determined. It is established that when moving the body in the vertical direction for a wagon located on the upper deck, the maximum acceleration value is 0.84g, with angular displacement relative to the transverse axis for the extreme from the anchor point of the wagon body - is 0.1 g, with angular displacement around the longitudinal axis for the extreme from the bulwark of the body of the wagon - is 0.24g. The conducted researches will enable increased efficiency of operation of open wagons through international transport corridors.
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Vera, C., J. Paulin, B. Suárez, and M. Gutiérrez. "Simulation of Freight Trains Equipped with Partially Filled Tank Containers and Related Resonance Phenomenon." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 219, no. 4 (July 1, 2005): 245–59. http://dx.doi.org/10.1243/095440905x8916.
Full textAbstract:
To study the fluid motion-vehicle dynamics interaction, a model of four, liquid filled two-axle container freight wagons was set up. The railway vehicle has been modelled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. SIMPACK has been used for MBS analysis, and ANSYS for liquid sloshing modelling and equivalent mechanical systems validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of the unused coupling screw from its hanger. The coupling screw's release was especially obtained when a period of acceleration was followed by an abrupt braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Possible solutions to avoid the phenomenon are given.
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Mănescu, Tiberiu Ștefan. "Static and dynamic tests at a railway tank wagon." Studia Universitatis Babeș-Bolyai Engineering 65, no. 1 (November 20, 2020): 105–14. http://dx.doi.org/10.24193/subbeng.2020.1.11.
Full textAbstract:
Railway tank wagons are widely used for the transportation of liquid cargo as petroleum products, acids, alcohol etc. During the last years only tank wagons with bogies were manufactured (four axles wagons). The prototype of each wagon’s series is tested according with international standards in purpose to validate the design (the project). This paper present the static and dynamic test performed at the body of a four axles tank wagon.