The Experts below are selected from a list of 300 Experts worldwide ranked by ideXlab platform
Spiryagin Maksym - One of the best experts on this subject based on the ideXlab platform.
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Design of powered rail vehicles and Locomotives
CRC Press Boca Raton FL, 2020Co-Authors: Spiryagin Maksym, Wu Qing, Wolfs, Peter J, Spiryagin ValentynAbstract:Spiryagin, M ORCiD: 0000-0003-1197-898X; Wolfs, PJ ORCiD: 0000-0001-7048-1231; Wu, Q ORCiD: 0000-0001-9407-5617The history of rail transport development is directly linked with the advent of powered rail vehicles and Locomotives and improvements of their designs and their manufacturing. The first locomotive building process can be dated to 1801, with the construction of a high-pressure steam road locomotive, known as the ‘Puffing Devil’, which had been designed by British inventor Richard Trevithick. Within a few years, an era of steam trams and Locomotives commenced, which was only to itself be challenged at the beginning of twentieth century when the first modern competitors of steam Locomotives were beginning to appear. By the middle of the twentieth century, all industrialised countries had begun the transition to new, advanced forms of traction, which fully replaced steam Locomotives in passenger and freight operations with electric and diesel-powered rail vehicles and Locomotives. This chapter provides an introduction to the classification of powered rail vehicles/Locomotives and focuses on existing modern designs of their components. It also discusses details of their practical application for vehicle system dynamics studies
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Locomotive adhesion control + rail friction field measurements = ?
'Springer Science and Business Media LLC', 2020Co-Authors: Spiryagin Maksym, Wu Qing, Wolfs, Peter J, Harrison Harold, Nielsen, Dwayne A, Cole, Colin R, Bosomworth, Christopher G, Hayman MarkAbstract:Cole, CR ORCiD: 0000-0001-8840-7136; Nielsen, DA ORCiD: 0000-0002-5273-9021; Spiryagin, M ORCiD: 0000-0003-1197-898X; Wolfs, PJ ORCiD: 0000-0001-7048-1231; Wu, Q ORCiD: 0000-0001-9407-5617The design and validation of a locomotive adhesion control system is a very complex multi-disciplinary engineering problem that not only requires consideration of the electrical system but also requires to go very deeply into mechanical and material engineering as well as tribology. The typical approach for advanced locomotive traction studies focuses on the development of the following models and algorithms: train dynamics modelling, multibody locomotive model, traction power system model, adhesion control algorithms, wheelrail contact modelling and track models. These are required to cover all the physical processes present in the system. One of the complicated parts of this system is how to represent the creep force characteristics at the wheel-rail interface properly without measurements being performed on existing or modified/upgraded Locomotives under traction or braking because any locomotive field measurements involve high testing costs. This paper discusses how this can be avoided using friction measurement data obtained in the field with an experimental tribometer and how that data should be interpreted for locomotive studies, and how it might affect locomotive performance outcomes considering locomotive adhesion control strategies. Numerical experiments have been performed by the co-simulation of two full traction control systems developed in Simulink, and two locomotive mechanical models developed in Gensys multibody software, representing two standard gauge heavy haul Locomotives running under traction operational scenarios. All possible limitations and results observed during the development and implementation studies have been discussed
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Innovative methodology for heavy haul train-track interaction dynamics issues
'Springer Science and Business Media LLC', 2020Co-Authors: Sun, Yan Q, Wu Qing, Cai Wubin, Spiryagin MaksymAbstract:Spiryagin, M ORCiD: 0000-0003-1197-898X; Wu, Q ORCiD: 0000-0001-9407-5617With the introduction of higher axleload wagons and higher traction Locomotives in Australia, more rail damage can be observed. To investigate rail damage due to wheel-rail dynamic interactions, a new method is introduced which uses a two-way co-simulation technique to link a detailed infinitely long track model that is written in FORTRAN and a detailed locomotive or wagon model that is developed using the GENSYS software package. The original finite length track model has been evolved into an infinite one by using the method described in [1], considering rails, fasteners, sleepers, ballast, and subgrade. The locomotive or wagon model considers the carbody, bogie frames and wheelsets. Traction motors and gear boxes are considered in the locomotive model. As the track model and vehicle model can run mostly independently, a parallel computing technique is applied to improve the simulation speed as well as to simplify the model integration process. The co-simulation method can be applied to understand the dynamic performance characteristics of high axleload wagons and high adhesion Locomotives to give an accurate evaluation and assessment of rail damage based on simulation results. One simulation case is used to demonstrate the method’s effectiveness
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Freight locomotive wheel wear simulation in train operational environment
Railway Technical Research Institute (RTRI) Online, 2019Co-Authors: Wu Qing, Spiryagin Maksym, Sun, Yan Q, Cole, Colin RAbstract:Cole, CR ORCiD: 0000-0001-8840-7136; Spiryagin, M ORCiD: 0000-0003-1197-898X; Wu, Q ORCiD: 0000-0001-9407-5617Locomotive wheel wear simulations that consider both train dynamics and detailed traction control systems have not been reported. This paper developed a parallel co-simulation method to connect an in-house Longitudinal Train Dynamics (LTD) simulator and a commercial software package named GENSYS. An advanced LTD model, a traction control system model and a wheel-rail contact model were then incorporated into the simulation. Three wear calculation models, T-gamma model, USFD model and Archard model, were implemented. A train with the configuration of 1 locomotive + 54 wagons + 1 locomotive + 54 wagons was simulated. Wear calculation results show that the wear numbers that were calculated using the T-gamma wear model were similar between the leading and remote Locomotives. However, wear rates that were calculated using the USFD wear model and wear volumes that were calculated using the Archard model have evident differences between the leading and remote Locomotives. Maximum differences in these results were about 12 and 18% respectively
Hwansoo Chong - One of the best experts on this subject based on the ideXlab platform.
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A Study on Characteristic Emission Factors of Exhaust Gas from Diesel Locomotives.
International Journal of Environmental Research and Public Health, 2020Co-Authors: Min-kyeong Kim, Duckshin Park, Min Jeong Kim, Jaeseok Heo, Sechan Park, Hwansoo ChongAbstract:Use of diesel Locomotives in transport is gradually decreasing due to electrification and the introduction of high-speed electric rail. However, in Korea, up to 30% of the transportation of passengers and cargo still uses diesel Locomotives and diesel vehicles. Many studies have shown that exhaust gas from diesel Locomotives poses a threat to human health. This study examined the characteristics of particulate matter (PM), nitrogen oxides (NOx), carbon monoxide (CO), and hydrocarbons in diesel locomotive engine exhaust. Emission concentrations were evaluated and compared with the existing regulations. In the case of PM and NOx, emission concentrations increased as engine output increased. High concentrations of CO were detected at engine start and acceleration, while hydrocarbons showed weakly increased concentrations regardless of engine power. Based on fuel consumption and engine power, the emission patterns of PM and gaseous substances observed in this study were slightly higher than the U.S. Environmental Protection Agency Tier standard and the Korean emission standard. Continuous monitoring and management of emissions from diesel Locomotives are required to comply with emission standards. The findings of this study revealed that emission factors varied based on fuel consumption, engine power, and actual driving patterns. For the first time, a portable emission measurement system (PEMS), normally used to measure exhaust gas from diesel vehicles, was used to measure exhaust gas from diesel Locomotives, and the data acquired were compared with previous results. This study is meaningful as the first example of measuring the exhaust gas concentration by connecting a PEMS to a diesel locomotive, and in the future, a study to measure driving characteristics and exhaust gas using a PEMS should be conducted.
Wu Qing - One of the best experts on this subject based on the ideXlab platform.
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Design of powered rail vehicles and Locomotives
CRC Press Boca Raton FL, 2020Co-Authors: Spiryagin Maksym, Wu Qing, Wolfs, Peter J, Spiryagin ValentynAbstract:Spiryagin, M ORCiD: 0000-0003-1197-898X; Wolfs, PJ ORCiD: 0000-0001-7048-1231; Wu, Q ORCiD: 0000-0001-9407-5617The history of rail transport development is directly linked with the advent of powered rail vehicles and Locomotives and improvements of their designs and their manufacturing. The first locomotive building process can be dated to 1801, with the construction of a high-pressure steam road locomotive, known as the ‘Puffing Devil’, which had been designed by British inventor Richard Trevithick. Within a few years, an era of steam trams and Locomotives commenced, which was only to itself be challenged at the beginning of twentieth century when the first modern competitors of steam Locomotives were beginning to appear. By the middle of the twentieth century, all industrialised countries had begun the transition to new, advanced forms of traction, which fully replaced steam Locomotives in passenger and freight operations with electric and diesel-powered rail vehicles and Locomotives. This chapter provides an introduction to the classification of powered rail vehicles/Locomotives and focuses on existing modern designs of their components. It also discusses details of their practical application for vehicle system dynamics studies
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Locomotive adhesion control + rail friction field measurements = ?
'Springer Science and Business Media LLC', 2020Co-Authors: Spiryagin Maksym, Wu Qing, Wolfs, Peter J, Harrison Harold, Nielsen, Dwayne A, Cole, Colin R, Bosomworth, Christopher G, Hayman MarkAbstract:Cole, CR ORCiD: 0000-0001-8840-7136; Nielsen, DA ORCiD: 0000-0002-5273-9021; Spiryagin, M ORCiD: 0000-0003-1197-898X; Wolfs, PJ ORCiD: 0000-0001-7048-1231; Wu, Q ORCiD: 0000-0001-9407-5617The design and validation of a locomotive adhesion control system is a very complex multi-disciplinary engineering problem that not only requires consideration of the electrical system but also requires to go very deeply into mechanical and material engineering as well as tribology. The typical approach for advanced locomotive traction studies focuses on the development of the following models and algorithms: train dynamics modelling, multibody locomotive model, traction power system model, adhesion control algorithms, wheelrail contact modelling and track models. These are required to cover all the physical processes present in the system. One of the complicated parts of this system is how to represent the creep force characteristics at the wheel-rail interface properly without measurements being performed on existing or modified/upgraded Locomotives under traction or braking because any locomotive field measurements involve high testing costs. This paper discusses how this can be avoided using friction measurement data obtained in the field with an experimental tribometer and how that data should be interpreted for locomotive studies, and how it might affect locomotive performance outcomes considering locomotive adhesion control strategies. Numerical experiments have been performed by the co-simulation of two full traction control systems developed in Simulink, and two locomotive mechanical models developed in Gensys multibody software, representing two standard gauge heavy haul Locomotives running under traction operational scenarios. All possible limitations and results observed during the development and implementation studies have been discussed
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Innovative methodology for heavy haul train-track interaction dynamics issues
'Springer Science and Business Media LLC', 2020Co-Authors: Sun, Yan Q, Wu Qing, Cai Wubin, Spiryagin MaksymAbstract:Spiryagin, M ORCiD: 0000-0003-1197-898X; Wu, Q ORCiD: 0000-0001-9407-5617With the introduction of higher axleload wagons and higher traction Locomotives in Australia, more rail damage can be observed. To investigate rail damage due to wheel-rail dynamic interactions, a new method is introduced which uses a two-way co-simulation technique to link a detailed infinitely long track model that is written in FORTRAN and a detailed locomotive or wagon model that is developed using the GENSYS software package. The original finite length track model has been evolved into an infinite one by using the method described in [1], considering rails, fasteners, sleepers, ballast, and subgrade. The locomotive or wagon model considers the carbody, bogie frames and wheelsets. Traction motors and gear boxes are considered in the locomotive model. As the track model and vehicle model can run mostly independently, a parallel computing technique is applied to improve the simulation speed as well as to simplify the model integration process. The co-simulation method can be applied to understand the dynamic performance characteristics of high axleload wagons and high adhesion Locomotives to give an accurate evaluation and assessment of rail damage based on simulation results. One simulation case is used to demonstrate the method’s effectiveness
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Freight locomotive wheel wear simulation in train operational environment
Railway Technical Research Institute (RTRI) Online, 2019Co-Authors: Wu Qing, Spiryagin Maksym, Sun, Yan Q, Cole, Colin RAbstract:Cole, CR ORCiD: 0000-0001-8840-7136; Spiryagin, M ORCiD: 0000-0003-1197-898X; Wu, Q ORCiD: 0000-0001-9407-5617Locomotive wheel wear simulations that consider both train dynamics and detailed traction control systems have not been reported. This paper developed a parallel co-simulation method to connect an in-house Longitudinal Train Dynamics (LTD) simulator and a commercial software package named GENSYS. An advanced LTD model, a traction control system model and a wheel-rail contact model were then incorporated into the simulation. Three wear calculation models, T-gamma model, USFD model and Archard model, were implemented. A train with the configuration of 1 locomotive + 54 wagons + 1 locomotive + 54 wagons was simulated. Wear calculation results show that the wear numbers that were calculated using the T-gamma wear model were similar between the leading and remote Locomotives. However, wear rates that were calculated using the USFD wear model and wear volumes that were calculated using the Archard model have evident differences between the leading and remote Locomotives. Maximum differences in these results were about 12 and 18% respectively
Colin Cole - One of the best experts on this subject based on the ideXlab platform.
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Locomotive Adhesion Control + Rail Friction Field Measurements = ?
Lecture Notes in Mechanical Engineering, 2020Co-Authors: Maksym Spiryagin, Harold Harrison, Dwayne Nielsen, Colin Cole, Chris Bosomworth, Peter Wolfs, Mark HaymanAbstract:The design and validation of a locomotive adhesion control system is a very complex multi-disciplinary engineering problem that not only requires consideration of the electrical system but also requires to go very deeply into mechanical and material engineering as well as tribology. The typical approach for advanced locomotive traction studies focuses on the development of the following models and algorithms: train dynamics modelling, multibody locomotive model, traction power system model, adhesion control algorithms, wheel-rail contact modelling and track models. These are required to cover all the physical processes present in the system. One of the complicated parts of this system is how to represent the creep force characteristics at the wheel-rail interface properly without measurements being performed on existing or modified/upgraded Locomotives under traction or braking because any locomotive field measurements involve high testing costs. This paper discusses how this can be avoided using friction measurement data obtained in the field with an experimental tribometer and how that data should be interpreted for locomotive studies, and how it might affect locomotive performance outcomes considering locomotive adhesion control strategies. Numerical experiments have been performed by the co-simulation of two full traction control systems developed in Simulink, and two locomotive mechanical models developed in Gensys multibody software, representing two standard gauge heavy haul Locomotives running under traction operational scenarios. All possible limitations and results observed during the development and implementation studies have been discussed.
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Locomotive Studies Utilizing Multibody and Train Dynamics
2017 Joint Rail Conference, 2017Co-Authors: Maksym Spiryagin, Colin Cole, Yan Quan Sun, Ingemar PerssonAbstract:Locomotive traction studies have been extensively performed in multi-body software packages. Generally, these research activities have been focused on purely mechanical system design issues and, as a result, there is a limited amount of information available on modeling Locomotives under the influence of traction/braking capabilities and train dynamics. Evidence of using results from longitudinal train dynamics simulations as input to locomotive dynamics simulations has also been limited and information on this is rarely presented in the public domain. This means that locomotive traction/braking studies are commonly focused on the dynamics of an individual locomotive and are limited in terms of implementation of intrain forces. Recent progress shows some activities involving the application of approximations of lateral coupler forces to replicate a locomotive’s dynamics on the track. However, such an approach has its own limitations and does not fully depict the real behavior of Locomotives. At this stage, the optimal technique capable of covering all locomotive behavior issues when traveling in a train configuration is to use a co-simulation approach between a multibody software package and a train dynamics code. This paper describes a methodology for the development of such a technique and presents numerical experiments for locomotive dynamics studies. The results obtained from co-simulation runs for three heavy haul Locomotives in a head-end consist, taking into account in-train forces and speeds, are discussed along with limitations found during the development process.
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simulation of curving at low speed under high traction for passive steering hauling Locomotives
Vehicle System Dynamics, 2008Co-Authors: Scott Simson, Colin ColeAbstract:The traction control in modern electric and diesel electric Locomotives has allowed rail operators to utilise high traction adhesion levels without undue risk of damage from uncontrolled wheel spin. At the same time, some locomotive manufacturers have developed passive steering locomotive bogies to reduce wheel rail wear and further improve locomotive adhesion performance on curves. High locomotive traction loads in curving are known to cause the loss of steering performance in passive steering bogies. At present there are few publications on the curving performance of locomotive steering with linkage bogies. The most extreme traction curving cases of low speed and high adhesion for hauling Locomotives have not been fully investigated, with effects of coupler forces and cant excess being generally ignored. This paper presents a simulation study for three axle bogie Locomotives in pusher and pulling train positions on tight curves. The simulation study uses moderate and high traction adhesion levels of 16....
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idealized steering for hauling Locomotives
Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 2007Co-Authors: Scott Simson, Colin ColeAbstract:AbstractMost of the passive and active steering developments of traction bogies have been directed towards high speed rail or light rail and commuter rail applications. Previous studies ignored coupler forces and often assumed the wheel rail profiles have ample conicity for the curving task. There is little work directed towards high adhesion rates which is a critical area for freight locomotive performance. In heavy haul train operations ruling grades are often associated with tight curvatures, and steering tasks of hauling Locomotives are affected by lateral components of longitudinal train forces. Haul Locomotives also have a significant yaw moment from coupler forces making uneven longitudinal creeps useful in balancing these yaw forces. The use of larger diameter wheels on Locomotives reduces effective steering conicity such that contact profiles may become insufficient to negotiate tight curves. The large diameter wheels make longitudinal creepage or slip inevitable and Goodall et al. [1] definition...
Mark Hayman - One of the best experts on this subject based on the ideXlab platform.
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Locomotive Adhesion Control + Rail Friction Field Measurements = ?
Lecture Notes in Mechanical Engineering, 2020Co-Authors: Maksym Spiryagin, Harold Harrison, Dwayne Nielsen, Colin Cole, Chris Bosomworth, Peter Wolfs, Mark HaymanAbstract:The design and validation of a locomotive adhesion control system is a very complex multi-disciplinary engineering problem that not only requires consideration of the electrical system but also requires to go very deeply into mechanical and material engineering as well as tribology. The typical approach for advanced locomotive traction studies focuses on the development of the following models and algorithms: train dynamics modelling, multibody locomotive model, traction power system model, adhesion control algorithms, wheel-rail contact modelling and track models. These are required to cover all the physical processes present in the system. One of the complicated parts of this system is how to represent the creep force characteristics at the wheel-rail interface properly without measurements being performed on existing or modified/upgraded Locomotives under traction or braking because any locomotive field measurements involve high testing costs. This paper discusses how this can be avoided using friction measurement data obtained in the field with an experimental tribometer and how that data should be interpreted for locomotive studies, and how it might affect locomotive performance outcomes considering locomotive adhesion control strategies. Numerical experiments have been performed by the co-simulation of two full traction control systems developed in Simulink, and two locomotive mechanical models developed in Gensys multibody software, representing two standard gauge heavy haul Locomotives running under traction operational scenarios. All possible limitations and results observed during the development and implementation studies have been discussed.
