Types Of Locomotives Research Articles

Evaluation the Aerodynamic Drag Force of CC201 and CC203 Locomotives by CFD Simulation

Trains are a very important mode of transportation for freight and passengers in Indonesia. This encourages PT KAI, which is a train operator in Indonesia, to improve its performance. Currently PT KAI uses several types of locomotives. CC201 locomotives made in 1977-1978 and CC203 made in 1995 are locomotives that are still widely operated. Fuel consumption is one of the components of train operating costs, the percentage of which reaches more than 30%. Railroad fuel consumption is strongly influenced by various factors, one of which is the aerodynamic performance of the locomotive. This study presents an evaluation of the aerodynamic performance of CC201 and CC203 locomotives. The research stages include direct measurement of locomotive geometry and dimensions, CAD drawing creation using SoildWorks and aerodynamic evaluation using ANSYS software. The simulation results show that the flat front design of the CC201 locomotive has greater aerodynamic resistance. This can be seen from the pressure contours and turbulence around the locomotive body. This causes the drag force of the CC201 locomotive to be 44% greater than that of the CC203 locomotive.

Towards the efficiency transportation work of locomotives diesel traction in real operating conditions

A methodology for substantiating the optimal parameters settings of diesel generators of diesel locomotives according to the criterion of the maximum weighted average efficiency of a diesel locomotive depending on their operating conditions is presented, as well as a methodology and numerical algorithm for assessing the optimal diesel power and efficiency of diesel locomotives with electric transmission and their traction electrical machines. When choosing the optimal mode for controlling the movement of a freight train, the author recommends using the principle of parametric (additive) optimization of the transportation work of locomotives and the value of the highest efficiency of the power circuit, depending on the accepted range of changes in the speed movement of the train on the calculated section of the railway. The research results were obtained in the form of tabular data (regime card) and corresponding analytical expressions - equations for determining the parameters under study. It is recommended to test the obtained research results in real operating conditions, and continue these studies for other types of diesel locomotives and sections of the Uzbek railways of varying degrees of difficulty.

Assessment of the effect of train traction by locomotives of different types on the quality indicators of the train schedule

The precinct and technical speed of freight trains is one of the main parameters of railway transport characterizing qualitative indicators. The higher the local and technical speed, the better the quality indicators of railway transport, the higher the speed of cargo delivery to the addresses. These speeds directly depend on the distance between stations and the time of their passage. The types of electric locomotives are one of the main factors determining the travel time and energy consumption of trains moving along the site. The differentiated accounting of inter-station runs in the train schedule is based on traction calculations. This article analyzes the regulatory timetable of the trains of the “Tukimachi – Akhangaran” section of Uzbekistan Railways JSC and develops a methodology for determining the travel time of trains moving on the section for the 3VL80r electric locomotive based on traction calculations. Based on the developed methodology, the influence of the time of inter-station runs under traction conditions by locomotives of various brands on the site and technical speed of trains on the railway section was estimated.

New analysis strategy for hydrail freight locomotives: Case study and replication

This is a communication from a case study of twelve Brazilian freight transportation railroads showing the feasibility of hydrogen-powered locomotives over diesel-powered locomotives. Load increase models are made up to 2035 to project the performance of locomotives and their impacts on these railroads. Eight types of diesel locomotives were chosen for comparison. Interesting finding is that higher specific consumption has lower capacity to haul a heavier load per unit of locomotive power. Trend lines found indicate a reduction of 48% in energy demand if hydrogen is adopted. Results suggest environmental gains, with a reduction in total emissions of 132 kt CO2/year by 2035. A variable was created (“Hydrogen Specific Consumption 4k – HSC4k”), which shows the consumption of hydrogen as a function of the distance of the section traveled and the power of the locomotive employed. The methodology proposed is replicable to any rail environment if the indicated data is available.

A study of the influence of separation bubbles around a generic freight train on pressure waves inside tunnels using 1D and 3D numerical methods

Due to the increased effective blockage area caused by the bluff nature of a freight train, traditional one-dimensional (1D) numerical modelling techniques struggle to predict the initial pressure wave formation for these train types. This paper presents, for the first time, a detailed study of this phenomenon for typical freight train locomotives, and a redeveloped 1D code capable of solving for bluff freight vehicles. Firstly, a 1D numerical model for tunnel pressure development is written and validated with previous research. Then, 3D simulations using computational fluid dynamics (CFD) have been carried out to model a freight train entering into a tunnel, with a view to characterising the key regions of flow separation. According to this, the 1D code is redeveloped to simulate the changing effective blockage area of the freight train, caused by flow separation at the blunted train head. A separation bubble model is built to calculate the effective blockage area. Results show that the error between the results obtained from the modified 1D model and the experiment is significantly reduced in relation to traditional 1D numerical models. To provide further functionality through the ability to apply the model to various types of freight train locomotives, a parameterisation study is conducted to obtain the relationship between the vehicle shape (bluntness) and new input parameters for the separation bubble model. Finally, the separation bubble model and parameterisation equation is tested to validate its applicability, with results indicating good agreement for a range of train designs.

Traction load modeling considering multiple types of locomotives and analysis of its impact on power grid

Traction load modeling considering multiple types of locomotives and analysis of its impact on power grid

Планирование оптимальной загрузки железнодорожного транспорта горнодобывающей компании

The article considers the problem of planning the optimal loading of freight trains on a limited railway network – the network of a mining company. Two variants are illustrated. In the first variant only one type of locomotives operates on the railway network. In the second variant there are different types of locomotives. The types of lo-comotives are determined by their carrying capacity. The algorithm of scheduling multiple locomotives in a network is a combination of solutions for particular scheduling problems for each locomotive subject to the restrictions on their joint movement. Structurally, the set of possible locomotive schedules is a set of system states at discrete points in time. The state at each moment of time describes the location of each locomotive at a particular station and the amount of cargo transported. Thus, two consecutive states unambiguously determine the routes of locomotives. To describe a complete picture of all possible states and the sequence of their transitions from one state to another are represented in the form of a tree. There is proposed an algorithm for decreasing the variants of schedules by comparing the states in the tree nodes at each step and excluding the branches of states that would knowingly lead to a non-optimal schedule. The problem statement including several locomotives of different types, the solution algorithm and its application to a particular case are presented. In the formulation of the task the criterion of optimality for comparing different schedules is the minimum completion time of transporting the necessary volume of cargo. The additional criterion is total operating time of all locomotives, which is used only in case of equality of the main criterion for several schedules.

FORMALISING A RAIL PLANNING TASK FOR A MINING COMPANY

The formalisation of the task of railway planning, namely, the formation of freight trains and their routes along the railway network of the mining company is considered. The statement of the problem including parameters of the problem, variables, system of constraints and target function is presented. An integer formulation of the problem, taking into account the constraints of a particular mining company, is proposed. The problem of railroad planning is relevant despite the various approaches and solutions available, since each case encounters different constraints. This formalisation differs from the others because there are different types of locomotives, and hence different capacities, and there are different types of materials to be transported. Four different categories of restrictions are presented. In addition, the existence of an extensive network of stations, a huge number of non-stationary constraints and other factors significantly increase the dimensionality of such problems, which increases the interest of researchers to them and contributes to the emergence of new and the development of existing methods and approaches to their solution. In the introduction, a description and features of the considered railway network of a mining company are presented. It then presents the formulation of the problem to be formalised, including parameters, variables, constraint system and target function. Then a numerical example with a solution is given. The integer linear programming method is used as a method for solving this problem. An example of scheduling freight trains for a network including four stations connected by double-track runs and having a star form is considered. The task of constructing routes is not considered in this example, as it is a separate complex task and is not required for this example, as there is a direct path from each departure station to each destination station.

The recent progress and state-of-art applications of aerodynamics for vehicle

Transportation is an indispensable part of human beings’ daily life, thus plenty of scholars have focused on improving the energy efficiency of transportation. The application and development of aerodynamics is of paramount importance. In this article, the effects of three types of locomotives on aerodynamic performance of high-speed trains are investigated. In order to lucubrate this topic, the definition of aerodynamics by different scientists is firstly discussed and showed, they basically classify them by three different kinds of ways. Subsequently, the creation of aerodynamics, historical development, and present situation are briefly introduced. In the main part, mathematical model and calculation formula are carried out to ensure which kinds of aerodynamic model is the most suitable among all the designs. Overall, these results offer a guideline for how to design a more effective and practical train head by applying the aerodynamic knowledge and expanding people's use of aerodynamics.

THEORETICAL STUDIES OF THE POSSIBILITY OF OPERATING AN INTERMEDIATE RAIL FASTENING OF THE KPP-5 TYPE ON PROMISING SECTIONS OF UKRAINIAN RAILWAYS, WHERE IT IS PLANNED TO INTRODUCE HIGH-SPEED TRAFFIC

The introduction of high-speed traffic in the railways of Ukraine is one of the priorityareas of development of the domestic railway industry. Foreign experience in the operation of highspeed and high-speed lines has a positive impact on the overall economic performance of thesecountries by increasing the mobility of means of production and human resources. In addition,increasing speeds requires the introduction of new types of rolling stock and railway structures withunconditional provision of the required level of safety. This is possible only through a comprehensiveapproach to these issues, both through experimental tests and theoretical calculations. This studytheoretically assessed the possibility of operating intermediate rail fasteners type KPP-5 Ukrainianproduction in areas where in the medium term, it is planned to increase speeds, i.e. to reach a levelof more than 160 km/h. To achieve this goal, multivariate calculations were performed to determinethe stress state that penetrates the elements of the railway track under the action of rolling stock.Four types of high-speed locomotives and electric trains, which have been operated on the railwaylines of the European Union for a long time, were selected as units of account in the study. For alltypes of rolling stock (locomotives and high-speed electric trains) for which calculations wereperformed, the obtained values of stresses acting in the elements of the railway track do not exceedthe allowable. That is, in terms of strength, intermediate rail fasteners type KPP-5 Ukrainianproduction can be operated in straight sections at speeds over 160 km / h with heat-treated rails typeR65 on reinforced concrete sleepers with laying diagram 1840 pcs / km with gravel ballast 40 cmthick. Analytical comparison of the level of stresses arising in the railway track elements in lines withintermediate rail fastening type KPP-5 made in Ukraine and the W30 rail fastening systemmanufactured by Vossloh showed approximately the same level of stress in the railway track elements.However, it should be noted that the above conclusions are only theoretical in nature and for thefinal determination of the possibility of operation of the intermediate rail fastening type KPP-5 inreal conditions (at speeds greater than 160 km / h) requires additional experimental studies.

Evaluation of the Electromagnetic Effect of Traction Rolling Stock on Track Circuits

The regulations regarding railways currently in force in Bulgaria require that each new type of locomotive, to get access to railway infrastructure, must undergo a procedure for checking its electromagnetic effect on functioning of track circuits.The relevant testing was carried out for seven types of AC and DC track circuits and for six types of locomotives intended to be put into operation (five electric locomotives and a diesel locomotive).Schematic diagrams of testing conditions are presented. During the tests the voltage waveform, frequency, and level rates at the terminals of the track receiver (on the track relay coil) were recorded for a free (normal (common) mode) and occupied (shunt mode) track circuit during the action of return traction current of electric locomotives, as well as during the action of impacts caused by operation of electrical equipment located in the body and under the frame of the diesel locomotive.For electric locomotives, the tests were carried out during the shunting of track circuits (of a tested one and of the track circuit adjacent to it), starting from the rest, lowering and raising pantographs. For a diesel locomotive, tests were carried out in a stationary mode, when inner wheelsets shunted the insulating joints of two adjacent track circuits and for different cases of arrangement of the equipment of the relay and receiver ends. During the tests, the state of the armature and contacts of track relays was monitored. The amplitude of the recorded interference was compared with voltage of reliable switching off/ on of track relays/track receivers. It was found that during the shunt mode, the recorded residual voltage in the track receiver under the action of the electric locomotive was 50 or more times lower than the reliable operate voltage and 33 or more times lower than the reliable drop-out voltage of the receiver. For a diesel locomotive, the results turned out to be similar, except for the case of shorter DC track circuits, where the amplitude of the interference was higher, but without a dangerous effect on the shunt mode.Based on the results of the tests, it was established that all types of track circuits used on the railways of Bulgaria are resistant to electromagnetic interference emanating from tested samples of traction rolling stock.

Multi-type Air Pollutant Emission Inventory of Non-road Mobile Sources in China for the Period 1990-2017

With the increasingly strict supervision of road mobile sources and the ongoing progress in research, the relative contribution of non-road mobile sources to the total emissions has grown in prominence. Therefore, accurately estimating the emissions from non-road mobile sources is essential to developing effective policies for improving air quality. Hence, this study established an inventory of nine air pollutants, viz., CO, NOx, HC, PM2.5, PM10, BC, OC, VOCs, and SO2, emitted by four types of non-road mobile sources, viz., construction machinery, agricultural machinery, vessels, and diesel locomotives, in China for the period 1990–2017. These emissions increased continually from 1990 till 2014, after which they decreased before increasing again during 2017. With the exception of SO2, which primarily originated from vessels, agricultural machinery accounted for the largest proportion of emissions for all of the pollutants, contributing 67.7% (1472.5 Gg) and 46.1% (2170.4 Gg) of the total CO and NOx from non-road mobile sources, respectively. Additionally, the spatial distribution of the investigated pollutants revealed high concentrations on the North China Plain and in the Southeast China coastal area. Our findings demonstrate the necessity of improving the registration system for non-road mobile sources as well as the urgency of obtaining accurate emission factors for them by further researching their emission characteristics.

Power Quality Phenomena in Electric Railway Power Supply Systems: An Exhaustive Framework and Classification

Electric railway power systems (ERPS) as one of the most critical and high-power end-user loads of utility grids are characterized by outlandish power quality (PQ) problems all over the world. The extension and evolution of different supply topologies for these systems has resulted in significant and various forms of distortions in network voltage and current in all ERPS, the connected power system, and adjacent consumers. During the last years, numerous studies have been offered to investigate various aspects of PQs in a specific supplying topology. Variation in the supply structure of the ERPS and different types of locomotives has propelled the observation of different PQ phenomena. This versatility and development have led to confront considerable types of two-way interactive interfaces as well as reliability and PQ problems in ERPS. In addition, the lack of standards explicitly dedicated to ERPS has added to the ambiguity and complexity of this issue. In this paper, an extensive review of PQ distortions and phenomena in different configurations of ERPS is proposed and a systematic classification is presented. More than 140 scientific papers and publications are studied and categorized which can provide a fast review and a perfect perspective on the status of PQ indexes for researchers and experts.

Interference mechanism analysis and mitigation measures with railway signalling equipment from harmonics in the traction system

Abstract With the development of high-speed railway and heavy-haul rail transport in China, a large number of new types of electric locomotives and electric multiple units have been put into operation, improving the efficiency and equipment quality of railway transportation. However, harmonics emitted from the traction system and locomotives often interfere with the railway signalling equipment, which can lead to critical malfunction of the equipment. Based on field test data, this paper analyses the interference coupling mechanism and magnitude of traction harmonics to the signalling equipment using a three-element method of interference. It examines the three essential elements of electromagnetic interference, studies harmonic mitigation measures and proposes to solve the problem of inteference with signalling equipment by installing a passive high-pass filter in the coupling path. After comparing the effects of several types of filters using simulation tests, this paper verified the validity of the method and concluded that a second-order passive filter is the optimal solution for harmonic interference mitigation.

Power Conversion Technologies for a Hybrid Energy Storage System in Diesel-Electric Locomotives

The braking energy in diesel-electric locomotives is typically wasted into resistors. A more energy-efficient way is to store and recycle such energy. Thus, this article proposes a multiport power conversion system as the core of a hybrid energy storage system, based on Lithium-ion (Li-ion) batteries and supercapacitors (SCs). In such configuration, SCs act as a buffer against large magnitudes and rapid fluctuations in power, thus reducing current stresses in the battery system. Unlike other alternatives, this solution uses the recovered energy to supply only auxiliary loads, while the diesel generator keeps powering traction motors. As a consequence, the required energy storage capacity for the system is considerably reduced, which reflects reduced cost and volume. Further, the proposal can be used to retrofit existing systems and can also be adapted for other types of locomotives. To validate the proposed concept, a 7.6-kW scaled-down prototype was implemented using electric motors to emulate the locomotive power-train structure. Experimental results demonstrate the effectiveness of the power management strategy under different operating scenarios.

Analysis of the different locomotive wireless multi-traction synchronous control systems for heavy-haul combined trains and their performance

Abstract This paper looks at the heavy-haul combined train composed of different types of locomotives and its distributed power control system with a combination of 800 MHz and TD-LTE wireless communication. It analyses some key characteristic parameters that affect the synchronism and communication of the differential wireless multi-traction synchronous control systems for heavy-haul combined trains. At the same time, in order to reduce the latency of instruction and information transfer between different types of locomotives, improve the time-limit certainty of wireless transmission and optimize the control quality of multi-traction control systems for heavy-haul combined trains, a synchronism optimization strategy based on the Markov decision process on the basis of Petri networkconstruction is proposed. Relevant experiments and tests are carried out to verify the effectiveness of the synchronism optimization of the control system, which provides a guarantee for improving the differential wireless multi-traction synchronous control system for combined trains and optimizing train control.

An MIP-based heuristic solution approach for the locomotive assignment problem focussing on (dis-)connecting processes

Arising from a practical problem in European rail freight transport we present a heuristic solution approach that is based on a new generalized mixed integer problem formulation for the Locomotive Assignment Problem. A main focus is on the one hand on the (dis-)connecting processes between cars and locomotives and on the other hand on combining two or more locomotives, i.e., the process of building and busting consists (combination of locomotives). Furthermore, regional limitations for running certain types of locomotives and technical conditions for combining locomotives are taken into account. A generalized solution framework is developed that allows a gradual restricting of the solution space and enables an analysis and comparison of different solution procedures. Testing these for a real-world network as well as several newly generated instances shows that the framework outperforms previous approaches in the literature. Thus a suitable solution method for an application in practice is presented.

Передумови становлення та розвиток магістрального електровозобудування на Луганському тепловозобудівному заводі (1957–2014)

In the article an attempt to investigate in a chronological order the historical circumstances of the formation and development of the mainline electric locomotives engineering at the Luhansk diesel locomotives engeneering plant (1957–2014) has been made. The circumstances of the activity of the electric locomotives workshop of the Luhansk plant (1957–1967), within which the production of crew parts and units of the legendary locomotives VL8 and VL10 for Novocherkask and Tbilisi factories have been analyzed. In the late 1980s, due to the absence of a solid convertible currency for the import of traction rolling stock from Czechoslovakia in the wake of the economic crisis of the USSR, the Luhansk plant received orders for the development and production of self-propelled electric locomotives. However, with the proclamation of the Independence of Ukraine, due to the lobbying of the new government, promising projects of Luhansk electric locomotives were rejected, and the Dnipro electric locomotives engineering plant was defined the basic enterprise for the creation of mainline electric locomotives for the Ukrainian railways. Due to the unstable economic situation in the country and the lack of targeted financing, the Dnipro plant was unable to start mass production of a number of types of locomotives, HC «Luhanskteplovoz» together with the Novocherkask plant began production of freight electric locomotives on the technological basis of Russian locomotives. Further development and prospects of serial electric locomotives engineering at the Luhansk plant were interrupted by the aggravation of the military-political situation in the region. However, it is clear that the historical experience of becoming a domestic scientific-production base of the mainline electrical production needs its proper understanding in the context of current tendencies of import of traction rolling stock with an attempt to localize its production in Ukraine.

Effects of axle load transfer on wheel rolling contact fatigue of high-power AC locomotives with oblique traction rods

Severe wheel rolling contact fatigue (RCF) has been observed on two types of high-power AC locomotives with CO-CO axle arrangement and running in complicated environments in China. This RCF occurs as continuous lateral surface cracks in the zone approximately centered at the nominal rolling circle of wheels and can propagate downward up to 14.5 mm deep. To figure out the causes, field observations, monitoring tests and numerical simulations have been conducted in the past years together with systematic comparisons between two types of locomotives. Statistics have shown an interesting phenomenon, among others, that wheels on axles 3 and 4 are most susceptible to RCF cracks on Type B locomotives, but not so on Type A. It has been found that complicated running environments such as sharp curves and large slopes are the root causes of RCF. The axle load transfer among axles, which is aggravated by oblique traction rods, and inappropriate electrical compensation, and the curving behavior determine the axle preference of RCF on Type B locomotives. This explains the phenomenon that similar RCF damage has not been reported on Type B locomotives running in mild environments. At the end, the electrical compensation is optimized numerically with a purpose of easing RCF damage of Type B locomotives.

Analysis on the features and potential causes of wheel surface damage for heavy-haul locomotives

With an aim of identifying the main causes of wheel surface damage occurred in heavy-haul locomotives, this paper presents the investigation on this intractable problem including field observed, site survey, and numerical simulation. The authors set out with a detailed description of the damage features and its propagation. By globally comparing the wheel states of four different types of locomotives and their running routes, the main causes of the surface damage are analysed, and further supplemented by the results of multi-body simulations and damage predictions. The influence of sand, liquid and braking modes on surface damage is also analysed. The results show that of all the three types of cracks commonly observed on wheels, only the cracks located between 65 and 90 mm from flange back propagate deeply. The types of bogies have great influence on wheel surface damage. In straight line operation, the braking forces will cause the transverse cracks near wheel centre, and the crack damage of wheels on locomotive with C0-C0 bogies is more severe than locomotive with 2(B0-B0) bogies, especially in large braking forces. In small curves, the transverse cracks occur on the outer wheels of the rear wheelsets for locomotive with C0-C0 bogies, and located on the band of 65–95 mm (mainly concentrated on 80 mm). While for locomotive with 2(B0-B0) bogies, the cracks occurred on the outer wheels of rear wheelsets concentrate on the position of 65 mm, while the cracks at this position have more chance to wear off. With the increase of curve radius, the crack damage of wheels decreased significantly, and its location moves to wheel centre correspondingly.