Energy consumption in electric locomotives is principally the power consumed in traction motors. In order to reduce this energy consumption, the motion resistances of the train need to be reduced. These resistances include aerodynamics; inertial and grade forces; curving resistance; and bearing and wheel/rail friction. Though many factors such as gradient resistance cannot be modified, if a control system is included, curving resistance can be minimised by reducing the energy losses in the contact patches between wheel and rail. Therefore, operational practices could be modified in order to obtain the most appropriate wheelset attack angle between wheel and rail, and appropriate train speed. One solution is to implement a steering control system. The function of this control system is to monitor and control the wheelset lateral displacement or the attack angle of the wheelset. This could reduce the energy dissipated at the contact points between wheel and rail, consequently reducing the energy consumed by traction motors in railway vehicles. Therefore, the work presented in this thesis aims to design and develop a control method for combined vehicle traction and wheelset active steering control systems and to assess the energy efficiency of a rail vehicle under typical operational conditions. In order to achieve these aims, two dynamic models of a typical railway vehicle have been developed in MATLAB and Simulink. The first model comprises the electrical traction and mechanical system passive system). The second model includes the passive and the wheelset active steering control system (active system). These models are used to determine the relationship between traction energy consumption and the energy dissipated in the contact points between wheel and rail, and to compare the passive steering system to the wheelset active steering control system, determining the possibilities for energy saving. In order to assess the influence of the wheelset active steering control on the relationship between wheel and rail contact forces and traction power a series of deterministic track features are set comprising curve radii with different cant deficiencies and wheel conicities. Also a typical track profile from Leeds to Hull is used. From these simulations, the traction energy consumption, energy dissipated at the contact patches, and energy consumed by the steering actuators are calculated. Statistical analyses are used to understand the relationship between the traction power and wheelset motion dynamics (lateral displacement and attack angle). The active vehicle model scheme is used to investigate the improvement of the energy efficiency of a railway vehicle using active steering. The wheelset active steering control system analysis shows whether different combinations of vehicle speed, wheelset conicity and track curve radius lead to a reduction, no reduction, or an increase intraction power consumption. The probability of high power consumption under different conditions is assessed to ensure that it is reduced wherever possible. The ability of a forecasting model to predict the traction power consumption behaviour of railway vehicles from the wheelset motion dynamic is assessed. Findings show that the overall prediction accuracy is fairly similar to the power measured from the passive vehicle running on a track from Leeds to Hull. However, the algorithm does not perform effectively for the deterministic track features. Finally, the benefits of implementing wheelset active steering control systems in terms of the mitigation of contact forces between wheels and rails and how this mitigation influences traction energy consumption are evaluated to determine under what conditions energy can be saved.

The argument for this thesis is that patterns of past engineering and operational development can be used to support the creation of a strategy for future development and that, in order to achieve this, a corporate understanding of the history of the engineering, operational and organisational changes in the business is essential for any railway undertaking. The research shows that a railway is a complex system, where the operational life of much of the hardware is greater than the time employees spend in service, so it is common for the origins and reasons for systems on the railway to be forgotten. This knowledge can be lost when staff retire or leave. For new staff, little attention is paid to history and development during induction; indeed, such knowledge may not even be considered necessary or relevant. London Underground is used as a case study to show how the history of the system has impacted on the design of rolling stock. The work concludes that it is essential for railway employees to understand the way in which systems and operations have evolved on a railway during its history. The author proposes new processes that include historical corporate knowledge in future business development.

Between 1837, when the first railraod were authorized by the July Monarchy, through the 1870s there were vociferous public debates on the utility of the train, large scale government funding for rail infrastructure, and notable depictions of the train in print, photography and literature. During this period there was also a notable - if currently unrecognized - dearth of painted depictions. This absence suggests that the Impressionists' paintings of the railroad in the 1870s were more than novel images of modern life, and provide evidence of the contested perception of the railroad, industrialization and aspects of modernization in the aftermath of l'année terrible that so far have been unaddressed by art historians and scholars of the nineteenth century.

Traditionally, the compilation of long-term timetables for high-density rail service with multiple classes of trains on the same track is a job for expert people, not computers. We propose an algorithm that uses the range-constriction search technique to schedule the timing and pass-through relations of trains smoothly and efficiently. The program determines how the timing of certain trains constrains the timing of others, finds possible time regions and pass-through relations and then evaluates the efficiency of train movement for each pass-through relation.

Thesis (Ph. D.)--University of Pennsylvvania, 1933. / Published also without thesis note. eContent provider-neutral record in process. Description based on print version record. "Seleted bibliography": p. 213-218.

Thesis (Ph. D.)--Ohio State University, 1971. / Includes vita. Includes bibliographical references (leaves 215-222). Available online via OhioLINK's ETD Center.

Thesis (M.S.)--West Virginia University, 2003. / Title from document title page. Document formatted into pages; contains xiv, 158 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 141).

No description available.

Tyrime sulygintos senos kartos sniego valymo sistemos su nauja skaitmeninio valdymo šildymo sistema. Atsižvelgus į gautus rezultatus, pateiktiami pasiūlymai sniego valymo sistemoms efektyvumo didinimui. Tyrimas skirtas sistemų optimizavimui ir elektros energijos vartojimo mažinimui. / Point heating systems, used by SC „Lietuvos gelezinkeliai“, have to warrant safe and reliable train traffic. It is designed to melt ice which is between point’s spike and frame rail and accomplish heating elements’ and other system parts monitoring and control according the stated parameters. At present the snow blowing system use a lot of electrical energy, the research is dedicated to optimize the systems and to reeducated use of electrical energy.

No description available.