In recent years, there have been significant activities in the development of hybrid, battery electric and alternative fuel (e.g., LPG, LNG, CNG) locomotives. However, to date there is a limited number of publications on the usage of such modelling and simulation approaches for hydrogen-powered rail vehicles, and almost no publications on hydrogen-powered heavy haul locomotives. A conceptual heavy haul hydrogen-powered locomotive has been designed and studied with the application of advanced simulation techniques used in recent locomotive/train/track damage studies. The detailed locomotive model includes multibody subsystems for the mechanical system of the locomotive and a traction power system implemented in the Matlab/Simulink software package. The traction performance evaluation has been performed through the delivery of traction effort characteristics of the proposed locomotive through co-simulation between multibody software and Matlab/Simulink and the evaluation of locomotive traction performance in a train configuration where the developed hydrogen-powered locomotive has been placed in a head-end locomotive consist for hauling a heavy haul train. The paper presents a summary of the simulation results, and detailed discussion of the limitations that have been identified in the approach.
Published research about brake shoe temperature assessments and the influences of temperature dependent brake Coefficient of friction (CoF) on train braking performance do not consider detailed train dynamics. This paper addresses this research gap by combining a brake shoe temperature model with a detailed Longitudinal Train Dynamics (LTD) model. A simplified one-dimensional (1D) Finite Element brake shoe temperature model was developed. Studies were conducted to assess brake shoe temperatures during cyclic air brakes and single-occurrence air brakes. Results show brake shoe temperatures at different positions of the train can be very different due to brake characteristics variations. During case studies, temperature dependent brake CoF increases train braking distances by 10.2 and 6.6% on down grade and flat tracks respectively. Emergency brake cases have the highest increases of brake distances by 11.3% on down grade tracks.
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