By Maksym Spiryagin, Peter Wolfs, Colin Cole, Valentyn Spiryagin, Yan Quan Sun, Tim McSweeney
With the expanding calls for for more secure freight trains working with greater pace and better quite a bit, it is vital to enforce tools for controlling longer, heavier trains. This calls for an entire figuring out of the criteria that have an effect on their dynamic functionality. Simulation options permit proposed strategies to be optimised sooner than introducing them into the operational railway surroundings. insurance is given to many of the varieties of locomotives used with heavy haul freight trains, in addition to many of the attainable configurations of these trains. This ebook serves as an introductory textual content for students, and as a reference for engineers training in heavy haul rail community design,
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Extra resources for Design and simulation of heavy haul locomotives and trains
Diesel locomotives are designed in such a way that, when the locomotive is running at the required design speed on a steep track gradient, its continuous tractive effort should equal the value of the maximum achievable tractive effort, which is limited by the adhesion conditions between the wheels and rails. For realising maximum efficiency, it is advisable to keep the power produced by the locomotive power plant constant, and this should be maintained for all possible operational speeds of the train.
Between the inner rail faces (soon eased to 4 ft 8½ in. or 1435 mm to reduce wheelset binding on curves); the latter is now called the ‘standard gauge’ because it has become the main gauge of the railways in many countries (approximately 60% of global railway track length and gradually increasing with new construction and gauge conversion to increase interoperability). At the same time, many other railway gauges were built and operated as described in Chapter 1. • By an envelope (usually specified as dimensions above top of rail and from track centreline) that represents a limiting outline: The outer contours of the rail vehicle should always remain inside of the envelope, either inside a static envelope when not moving or inside a kinematic envelope when a locomotive is running on the track.
The BAM is a 1520 mm Russian broad gauge railway that connects eastern Siberia and the port of Sovetskaya Gavan over a route of 4324 km. It is a single-track corridor except for its western end, which is double tracked for 722 km from Tayshet (where it links to the Trans-Siberian Railway) to Ust’-Kut. It was constructed sporadically between 1938 and 1984, being repeatedly halted for long periods for various reasons including war, a lack of labour/resources and engineering difficulties associated with permafrost and tunnelling in earthquake zones.