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D3.2 – Safety precautions in train configuration and brake application
Stadler Rail Valencia.
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering.ORCID iD: 0000-0002-2571-4662
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering.ORCID iD: 0000-0002-4477-971x
Technische Universität Berlin (TUB).ORCID iD: 0000-0002-4493-5778
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2018 (English)Report (Other academic)
Abstract [en]

For extensive rail freight transportation, one action to improve its capacity and efficiencyis to run long trains. From an European perspective this typically means running freight trains longer than 800-900 m. However, there are technical challenges associated with long-train operation.During traction (acceleration) the longitudinal tensile coupler forces can be significant, in particular if all locomotives are positioned in the front of the train. This might cause coupler breakage and thus loss of train integrity and safety risks.During braking (retardation) the longitudinal compressive coupler forces can become very large, especially when the braking is applied only from the front and when the braking signal is propagating slowly by the pneumatics through the main braking pipe. This issue is further emphasized when payload-dependent braking devices of the wagons do not fully match the payloads in question and when the brake blocks are of different materials. The large compressive forces may cause derailment when the train negotiates curves, in particular tight S-curves with radii such as 150 m, 170 m, etc.DYNAFREIGHT WP3 is devoted to different aspects of operation of long freight trains. In particular Task 3.1 and the present task, Task 3.2, are closely related assuming that the locomotives of the trains are not physically connected but use radio communication. It is also assumed that the traditional (P) UIC braking pneumatic system is used, thus electrically controlled pneumatic (ECP) braking is not introduced. Moreover, all couplers are assumed to consist of side buffers and central screw couplers.The work in these two DYNAFREIGHT tasks is carried out in collaboration with that of WP5 in the Shift2Rail member project Future Freight Locomotive for Europe (FFL4E). This joint work can be seen as a continuation of the work in the European project MARATHON in which some of the DYNAFREIGHT WP3 partners participated.Given the specifications defined in Task 3.1 of radio communication and traction&braking scenarios of long-train operation, the objective of Task 3.2 is to address the challenges indicated above and provide safety precautions when operating long freight trains. The Task 3.2 work rests on simulations, verified by measurements, and are split in three parts: braking pneumatics, 1D longitudinal dynamics and 3D derailment risk analysis. The pneumatics result is an important input to the 1D simulations, whose result in terms of longitudinal compressive forces (LCFs) is compared with tolerable LCFs found in the 3D analysis.In this D3.2 report Chapter 2 describes in more detail the simulation methodology adopted, the simulation tools that have been further devloped and some verifications against measurements. The first application, suggested by the FFL4E WP5 partners and consisting of an existing coal train operation with two locomotives (front+rear), is thensimulated in Chapter 3. In Chapter 4 longer and more heterogeneous freight trains are 

studied with the second locomotive at different positions. Some simulations have alsobeen carried out with three locomotives assuming that the second and third locomotives give identical traction/braking commands, see Chapter 4.Last but not least, Chapter 5 gives guidelines for long-train operation with respect to safety precautions in train configurations (locomotive positions, wagon types, coupler performance, brake block material, payloads), traction and braking scenarios, and tracklayout (gradients, horizontal curves).

Place, publisher, year, edition, pages
2018. , p. 206
National Category
Vehicle Engineering
Research subject
Vehicle and Maritime Engineering
Identifiers
URN: urn:nbn:se:kth:diva-261377OAI: oai:DiVA.org:kth-261377DiVA, id: diva2:1357832
Projects
DYNAFREIGHT (Shift2Rail Grant no. 730811)
Funder
EU, Horizon 2020, 730811
Note

QC 20191008

Available from: 2019-10-04 Created: 2019-10-04 Last updated: 2019-10-08Bibliographically approved

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Shift2Rail Project PageDYNAFREIGHT Project Page

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