Tractive resistance of electric trains

Lydall, F.

doi:10.1049/pi-1a.1950.0014

Cited by 2 publications

(2 citation statements)

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“…F is the force in the axial direction, u ∞ is the speed in the wind tunnel, measured above the model to correct for blockage effects, ρ the air density, and A the front area. The value for A is based on 10 m 2 , which is used as a standard value in train aerodynamics divided by the scaling factor of 25 2 . For the measurement of the aerodynamic drag of a single tank wagon, it is necessary to simulate realistic boundary conditions using a full length train.…”

Section: Methodsmentioning

confidence: 99%

“…The energy consumption of railway freight transportation is directly related to the aerodynamic drag, which increases with the square of the speed, while other resistances such as the rolling resistance are assumed to be constant [1][2][3]. According to Martini [4], the share of aerodynamic drag in the total driving resistance (and thus, in the power required to overcome it) for container freight trains is already around 40% at a speed of 80-100 km/h (Figure 1).…”

Section: Introductionmentioning

confidence: 99%

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Aerodynamic Drag Reduction of Railroad Tank Wagons

Nayeri

Tschepe

Schulze

et al. 2022

Fluids

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Several geometrical modifications for passive flow control applied to a railroad tank wagon were investigated for the purpose of assessing the potential for the aerodynamic optimization of freight trains. The modifications were designed in accordance with applicable requirements and regulations. Four different modifications were investigated in the wind tunnel of the TU Berlin with 1:25 scaled wagon models: face radius, side skirts, fairing of the roof platform, and the newly introduced inter-wagon discs. In order to simulate the positions of the tested wagon at the end of a long train, the boundary layer on the train model setup was artificially thickened by spires. The Reynolds number was in the range of 0.4 × 106. The results of the experiments show that the proposed measures can reduce the aerodynamic drag of the individual wagon by up to 29%, depending on the location in the train consist. It was also shown that by combining different measures, the individual drag reductions add up. The device with the highest drag reduction was found to be the inter-wagon disc. Three different diameters of the inter-wagon disc were investigated. The largest diameter performed best and was less sensitive to the moving direction of the wagon in comparison to the smaller diameters.

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Section: Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%