A simple method to determine train running resistance from full-scale measurements

Lukaszewicz, Piotr

doi:10.1243/09544097jrrt88

Cited by 17 publications

(21 citation statements)

References 2 publications

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“…Now, the energy dissipation corresponding to the mean running resistance, F R (a k)a , can be calculated between two arbitrary measuring positions, x a and x a k , separated by the evaluation distance of X (a k)a . The mean running resistance is resolved from the energy balance equation [2,3] (4) where E kin and E pot are the kinetic and potential energy of the train, respectively. It should be noted that no energy is supplied from any external source and all vehicles of the train have the same speed.…”

Section: Test Methodologymentioning

confidence: 99%

“…Experimental findings show that running resistance can be quantified according to references [2][3][4][5][6][7], with adequate accuracy as a function of speed by a seconddegree polynomial…”

Section: Introductionmentioning

confidence: 99%

“…The coefficients A, B, and C are in fact not constants as they vary with type of train, track, wheel-rail friction, and so on. Mechanical resistance is generally accepted [1][2][3][4], as covered by the terms A and Bv in equation (1). The term Cv 2 is considered to cover aerodynamic drag, except air momentum drag.…”

Section: Introductionmentioning

confidence: 99%

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Running Resistance and Energy Consumption of Ore Trains in Sweden

Lukaszewicz

2008

Proceedings of the Institution of Mechanical Engineers, Part F:

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Running resistance of ore trains consisting of Uad-type wagons is determined from full-scale measurements on Malmbanan. Tests are also run in curves with the Uad equipped with three piece bogies where the axles are non-steerable and an ore wagon equipped with bogies allowing the axles to better align themselves on straight track and more radially in curves, thus making them steerable. Influence of speed, axle load, curve radii, and train length is studied and quantified. The running resistance is parameterized and expressed in a general way so that it can be calculated for any Swedish ore train consisting of Uad-type wagons. The study shows that the increase in running resistance is linear due to the increasing axle load on tangent track and train length. The increase in resistance due to curves is significant and increases as the curve radius decreases. If the axles align themselves radially, the curve resistance reduces by 40 per cent, compared with the Uad. The results show which parameters in a running resistance formula should be paid extra attention when constructing a train model for simulation purposes. A comparison is made between ore trains and ordinary Swedish loco-hauled freight trains. The energy consumption of an ore train is not much affected if the operational speed increases from 50 to 60 km/h. Also, a reduced aerodynamic drag has a very little effect on the consumption due to the low operational speed. In this article, a review of the study is made with conclusions.

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Section: Test Methodologymentioning

confidence: 99%

“…Experimental findings show that running resistance can be quantified according to references [2][3][4][5][6][7], with adequate accuracy as a function of speed by a seconddegree polynomial…”

Section: Introductionmentioning

confidence: 99%

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Running Resistance and Energy Consumption of Ore Trains in Sweden

Lukaszewicz

2008

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Full-scale field tests, model tests and numerical simulations are the main methods used to study the aerodynamic properties of a train. The full-scale field test method uses the coasting test principle to measure the train speed and to calculate the train resistance indirectly; however, this method is costly and easily affected by environmental factors, making it unsuitable for the early development and shape design phase of high-speed train manufacturing [14]. The wind tunnel test is the most popular and important method and offers relatively high reliability and repeatability; both domestic and international scholars have performed experiments using this method and have obtained many achievements [15–17].…”

Section: Introductionmentioning

confidence: 99%

Moving Model Test of High-Speed Train Aerodynamic Drag Based on Stagnation Pressure Measurements

Yang

et al. 2017

PLoS ONE

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A moving model test method based on stagnation pressure measurements is proposed to measure the train aerodynamic drag coefficient. Because the front tip of a high-speed train has a high pressure area and because a stagnation point occurs in the center of this region, the pressure of the stagnation point is equal to the dynamic pressure of the sensor tube based on the obtained train velocity. The first derivation of the train velocity is taken to calculate the acceleration of the train model ejected by the moving model system without additional power. According to Newton’s second law, the aerodynamic drag coefficient can be resolved through many tests at different train speeds selected within a relatively narrow range. Comparisons are conducted with wind tunnel tests and numerical simulations, and good agreement is obtained, with differences of less than 6.1%. Therefore, the moving model test method proposed in this paper is feasible and reliable.

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“…More recently (2007), Lukaszewicz proposes a method which allows to determine train running resistance coefficients from full-scale coasting tests by measuring only train speed and position ( [7]): the resistance is determined by calculating the change in kinetic and potential energy of a coasting train between successive measurement positions. Using this method, in [8] the same author presents experimental results for determining the running resistance for different trains and the influence of variables such as speed, number of axles, number of coaches, axle load, track type and train length.…”

Section: Introductionmentioning

confidence: 99%

Simplified Estimation of Train Resistance Parameters: Full Scale Experimental Tests and Analysis

Somaschini¹,

Rocchi²,

Tomasini³

et al.

Proceedings of the Third International Conference on Railway Technology: Research, Development and Maintenance

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A CEN standard (EN 14067-4, 2005) describes the methodologies for the assessment of the running resistance of railway vehicles starting from full-scale test measurements. According to this standard, the speed dependent terms of the equation of Davis [1] have to be determined by means of coasting tests. In this paper, a new method to estimate the running resistance coefficients from a full-scale coasting test is proposed and compared with the two methods proposed in the CEN standard (the regression method and the speed history identification method). The main advantage of this new method is that it does not require the railway line characteristics to be known and it will be shown that the new method is able to evaluate the coefficients with an accuracy equivalent to that of the other methods considered.

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A simple method to determine train running resistance from full-scale measurements

Cited by 17 publications

References 2 publications

Running Resistance and Energy Consumption of Ore Trains in Sweden

Running Resistance and Energy Consumption of Ore Trains in Sweden

Moving Model Test of High-Speed Train Aerodynamic Drag Based on Stagnation Pressure Measurements

Simplified Estimation of Train Resistance Parameters: Full Scale Experimental Tests and Analysis

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