Cette thèse étudie le problème du routage des locomotives qui se pose à la Compagnie des chemins de fer nationaux du Canada (CN) - le plus grand chemin de fer au Canada en termes de revenus et de taille physique de son réseau ferroviaire. Le problème vise à déterminer la séquence des activités de chaque locomotive sur un horizon de planification donné. Dans ce contexte, il faut prendre des décisions liées à l'affectation de locomotives aux trains planifiés en tenant compte des besoins d'entretien des locomotives. D’autres décisions traitant l'envoi de locomotives aux gares par mouvements à vide, les déplacements légers (sans tirer des wagons) et la location de locomotives tierces doivent également être prises en compte. Sur la base d'une formulation de programmation en nombres entiers et d'un réseau espace-temps présentés dans la littérature, nous introduisons une approche par horizon roulant pour trouver des solutions sous-optimales de ce problème dans un temps de calcul acceptable. Une formulation mathématique et un réseau espace-temps issus de la littérature sont adaptés à notre problème. Nous introduisons un nouveau type d'arcs pour le réseau et de nouvelles contraintes pour le modèle pour faire face aux problèmes qui se posent lors de la division de l'horizon de planification en plus petits morceaux. Les expériences numériques sur des instances réelles montrent les avantages et les inconvénients de notre algorithme par rapport à une approche exacte. / This thesis addresses the locomotive routing problem arising at the Canadian National Railway Company (CN) - the largest railway in Canada in terms of both revenue and the physical size of its rail network. The problem aims to determine the sequence of activities for each locomotive over the planning horizon. Besides assigning locomotives to scheduled trains and considering scheduled locomotive maintenance requirements, the problem also includes other decisions, such as sending locomotives to stations by deadheading, light traveling, and leasing of third-party locomotives. Based on an Integer Programming formulation and a Time-Expanded Network presented in the literature, we introduce a Rolling Horizon Approach (RHA) as a method to find near-optimal solutions of this problem in acceptable computing time. We adapt a mathematical formulation and a space-time network from the literature. We introduce a new type of arcs for the network and new constraints for the model to cope with issues arising when dividing the planning horizon into smaller ones. Computational experiments on real-life instances show the pros and cons of our algorithm when compared to an exact solution approach.

Rising fuel cost has motivated increased fuel efficiency for freight trains. At cruising speed,the largest contributing factor to the fuel consumption is aerodynamic drag. As a result of stagnationand flow separation on and around lead and trailing cars, the first and last railcars experiencegreater drag than intermediate cars. Accordingly, this work focused on reducing drag on lead locomotivesby designing and optimizing an add-on nose fairing that is feasible for industrial operation.The fairing shape design was performed via computational fluid dynamic (CFD) software.The simulations consisted of two in-line freight locomotives, a stretch of rails on a raised subgrade,a computational domain, and a unique fairing geometry that was attached to the lead locomotive ineach non-baseline case. Relative motion was simulated by fixing the train and translating the rails,subgrade, and ground at a constant velocity. An equivalent uniform inlet velocity was applied atzero degree yaw to simulate relative motion between the air and the train.Five fairing families-Fairing Families A-E (FFA-FFE)-are presented in this thesis.Multidimensional regressions are created for each family to approximate drag as a function ofthe design variables. Thus, railroad companies may choose an alternative fairing if the recommendedfairing does not meet their needs and still have a performance estimate. The regression forFFE is used as a surrogate model in a surrogate based optimization. Results from a wind tunneltest and from CFD are reported on an FFE geometry to validate the CFD model. The wind tunneltest predicts a nominal drag reduction of 16%, and the CFD model predicts a reduction of 17%.A qualitative analysis is performed on the simulations containing the baseline locomotive, the optimalfairings from FFA-FFC, and the hybrid child and parent geometries from FFA & FFC. Theanalysis reveals that optimal performance is achieved for a narrow geometry from FFC becausesuction behind the fairing is greatly reduced. Similarly, the analysis reveals that concave geometriesboost the flow over the top leading edge of the locomotive, thus eliminating a vortex upstreamof the windshields. As a result, concave geometries yield greater reductions in drag.The design variable definitions for each family were strategically selected to improve manufacturability,operational safety, and aerodynamic performance relative to the previous families.As a result, the optimal geometry from FFE is believed to most completely satisfy the constraintsof the design problem and should be given the most consideration for application in the railroadindustry. The CFD solution for this particular geometry suggests a nominal drag reduction of 17%on the lead locomotive in an industrial freight train.

Dans le cadre du transport de marchandises par voie ferroviaire, un certain nombre de verrous limitent les efforts consentis pour un fret plus "propre". Des améliorations doivent être faites afin de limiter le nombre de locotracteurs assurant les charges/décharges de marchandises en bout de ligne. Dans cette perspective, FEMTO-ST et Alstom Transport ont pour objectif de concevoir et développer un système de gestion d'énergie pour locomotive électrique hybride. Composée d'un groupe électrogène couplé à des accumulateurs électrochimiques et des super-condensateurs, la locomotive électrique hybride permet d'accroître la souplesse et l'efficacité du transport ferroviaire électrique, tout en réduisant encore son impact environnemental. Cette étude a consisté dans un premier temps à développer une modélisation macroscopique de la chaîne de traction électrique hybride et à proposer une structuration de la commande avec l'identification des capteurs matériels et logiciels nécessaires au contrôle optimal de la chaîne de traction. La caractérisation expérimentale des moyens de stockage a permis l'amélioration comportementale et dynamique des modèles correspondant. Dans un second temps, le contrôle de la tension de sortie d'un hacheur dévolteur a permis d'étudier l'application de la logique floue de type-2 (intervalle et générale) dans le cas d'applications industrielles (relativement simples). Enfin, une gestion innovante des flux d'énergie au sein d'un système plus complexe: locomotive électrique hybride, a été développée. Mettant en œuvre la logique floue de type-2 et des algorithmes s'inspirant de la théorie de l'évolution, cette gestion d'énergie optimale opère en temps réel et sans connaissance à priori du cycle de conduite. La gestion fréquentielle ainsi que le contrôle des états de charge des sources secondaires du véhicule contribuent également à leur bon fonctionnement. / To achieve a "greener" freight transport, efforts are still needed to overcome some technological barriers. New improvements must be carried at to limit the shunting locomotives' use intended for the goods' load/unload. Considering this aim, FEMTO-ST and Alstom Transport decided to conceive and develop an energy management strategy system for hybrid electric locomotives. Such locomotives include a diesel driven generator set which is coupled with batteries and ultra-capacitors. The architecture aims at improving the flexibility, the effectiveness of the electrical railway transport and at reducing the environmental impact of these activities again. Firstly, the study consists in implementing a macroscopic modelling of the hybrid electric powertrain. Then, the control is optimally designed by identifying the hardware and software sensors of the powertrain. The dynamics and the behavior of the secondary sources' models are improved thanks to their experimental characterizations. Secondly, the use of Type-2 Fuzzy Logic (interval and general) controllers permits to study their efficiency in the control of a very simple industrial system: the output voltage of a buck converter. Lastly, based on the obtained results, an innovative management of the system's energy flows is developed in the case of the hybrid electrical locomotive. The use of the type-2 fuzzy logic and evolutionary algorithms permit to optimally perform a real time energy management strategy without a priori knowledge of the duty cycle. The frequency approach and the secondary sources' state of charge control contribute to their efficient use.

Helmut-Schmidt-Univ., Habil.-Schr.--Hamburg, 2004. / Literaturverz. S. [324] - 351.

Диссертация посвящена исследованию особенностей организации и функционирования современного корпоративного музея на примере проекта корпоративного музея ООО «Уральские локомотивы». В работе уточняется понятие, сущность, функции музея; определяется его место в системе корпоративной культуры; прослеживается историческая трансформация музейного дела в России; дается типология музейных институций в современной России, раскрывается опыт их работы и современные вызовы, а также анализируется международный опыт организации и функционирования интерактивных музеев. В третьей главе диссертации представлена разработанная концептуальная и содержательная составляющие проекта корпоративного музея ООО «Уральские локомотивы». / The dissertation is devoted to the study of the features of the organization and functioning of a modern corporate museum on the example of the Ural Locomotives LLC corporate museum project. The paper clarifies the concept, essence, and functions of the museum; determines its place in the system of corporate culture; traces the historical transformation of museum business in Russia; gives the typology of museum institutions in modern Russia, reveals the experience of their work and modern challenges, and analyzes the international experience of the organization and functioning of interactive museums. The third chapter of the dissertation presents the developed conceptual and substantive components of the project of the Ural Locomotives LLC corporate museum.

O presente trabalho tem por objetivo o desenvolvimento de um modelo analógico dinâmico do IGBT 2MBI1200U4G-170 para simulação SPICE para a análise de tempos de comutação, perdas e corrente de carga. Este desenvolvimento foi motivado pelo fato de não se dispor de modelos prontos para IGBT para faixas de tensão e corrente na ordem de kV e kA, destinado ao projeto de um conversor CC para controle de motores de tração em locomotivas diesel-elétricas. Como parte do processo se fez uma tentativa de modificação do modelo padrão de IGBT da plataforma Cadence Orcad 16.5, baseada nos trabalho de Hefner, considerada uma forma de modelo físico. Verificou-se que o correto levantamento dos dados para o modelo físico não seria compensatório frente às análises desejadas, o que gerou necessidade por outras formas de modelagem. Decidiu-se por um modelo analógico, obtido com dados do catálogo do componente descritos em tabelas e como fontes de tensão e corrente. Os resultados mostraram-se adequados para projeto térmico, análise de formas de onda e corrente de porta e coletor. A simulação é comparada com curvas da documentação do fabricante e com dados obtidos a partir de testes estáticos em laboratório com duas topologias. Testes foram feitos com tensão de entrada de 74V, 300V, 900V e 1000V, frequências de comutação de 200Hz, 416Hz, 1kHz e 2kHz e correntes de carga de até 1400A. A corrente de carga apresentou diferenças de até 3% com a medida em laboratório e a temperatura divergiu em até 7% com a medida no dissipador do protótipo usado. / This paper presents the design report for an analog IGBT SPICE model, part number 2MBI1200U4G-170. The modeling was perceived as a interesting tool in order to analyze the switching times and losses during the development, not performed at the University, of a chopper DC-DC converter used for current control of traction motors of diesel-electric locomotives. The main motivational factor was that an practical and quick approach was wanted and none standard model was found for the intended IGBT part number. As part of the process, an attempt to modify the standard SPICE model of the Cadence Orcad 16.5, which is a physics model based on Hefner works, was made. It was verified that the correct data collecting for the standard model would not be compensatory, so other modeling techniques were needed. It was decided an analog modeling would be used. The modeling achieved uses no more than the information found on the component datasheet described in tables format, voltage and current sources. The validation was done in two different topologies with load currents up to 1400A, switching frequencies of 200Hz, 416Hz, 1kHz and 2kHz and input voltages of 74V, 300V, 900V and 1000V . Comparatives were done with the vendor catalog and laboratory data. The model is satisfactory for heat, collector and gate currents analysis. The simulation current and temperature results showed differences up to 3% and 7%, respectively, when compared to laboratories measurements.

O presente trabalho tem por objetivo o desenvolvimento de um modelo analógico dinâmico do IGBT 2MBI1200U4G-170 para simulação SPICE para a análise de tempos de comutação, perdas e corrente de carga. Este desenvolvimento foi motivado pelo fato de não se dispor de modelos prontos para IGBT para faixas de tensão e corrente na ordem de kV e kA, destinado ao projeto de um conversor CC para controle de motores de tração em locomotivas diesel-elétricas. Como parte do processo se fez uma tentativa de modificação do modelo padrão de IGBT da plataforma Cadence Orcad 16.5, baseada nos trabalho de Hefner, considerada uma forma de modelo físico. Verificou-se que o correto levantamento dos dados para o modelo físico não seria compensatório frente às análises desejadas, o que gerou necessidade por outras formas de modelagem. Decidiu-se por um modelo analógico, obtido com dados do catálogo do componente descritos em tabelas e como fontes de tensão e corrente. Os resultados mostraram-se adequados para projeto térmico, análise de formas de onda e corrente de porta e coletor. A simulação é comparada com curvas da documentação do fabricante e com dados obtidos a partir de testes estáticos em laboratório com duas topologias. Testes foram feitos com tensão de entrada de 74V, 300V, 900V e 1000V, frequências de comutação de 200Hz, 416Hz, 1kHz e 2kHz e correntes de carga de até 1400A. A corrente de carga apresentou diferenças de até 3% com a medida em laboratório e a temperatura divergiu em até 7% com a medida no dissipador do protótipo usado. / This paper presents the design report for an analog IGBT SPICE model, part number 2MBI1200U4G-170. The modeling was perceived as a interesting tool in order to analyze the switching times and losses during the development, not performed at the University, of a chopper DC-DC converter used for current control of traction motors of diesel-electric locomotives. The main motivational factor was that an practical and quick approach was wanted and none standard model was found for the intended IGBT part number. As part of the process, an attempt to modify the standard SPICE model of the Cadence Orcad 16.5, which is a physics model based on Hefner works, was made. It was verified that the correct data collecting for the standard model would not be compensatory, so other modeling techniques were needed. It was decided an analog modeling would be used. The modeling achieved uses no more than the information found on the component datasheet described in tables format, voltage and current sources. The validation was done in two different topologies with load currents up to 1400A, switching frequencies of 200Hz, 416Hz, 1kHz and 2kHz and input voltages of 74V, 300V, 900V and 1000V . Comparatives were done with the vendor catalog and laboratory data. The model is satisfactory for heat, collector and gate currents analysis. The simulation current and temperature results showed differences up to 3% and 7%, respectively, when compared to laboratories measurements.