Energy-Efficient Train Control by Philip G. Howlett, Peter J. Pudney
By Philip G. Howlett, Peter J. Pudney
Rail is almost certainly a truly effective type of delivery, yet needs to be handy, trustworthy and good value to compete with highway and air delivery. optimum keep an eye on can be utilized to discover energy-efficient using ideas for trains. This ebook describes the educate keep an eye on challenge and indicates how an answer was once came across on the college of South Australia. This study was once used to improve the Metromiser method, which supplies energy-efficient riding recommendation on suburban trains. due to the fact that then, this paintings has been transformed to discover useful using innovations for long-haul trains. The authors describe the background of the matter, reviewing the fundamental mathematical research and correct strategies of limited optimisation. They define the modelling and resolution of the matter and eventually clarify how the gas intake should be minimised for a trip, displaying the impact of pace limits and song gradients at the optimum using strategy.
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X Xn is the x ... xXn* is the dual space cartesian product (Banach) vector space then r = andforeachf= (fl' ... ,in ) E r and each X = (Xl' ... ,Xn) E X we use the notation ... , xt CONSTRAINED OPTIMISATION-AN INTUITIVE VIEW n f(x) =
By considering a variety of the network or train performance data, long-term strategies for network development can be evaluated. Dynamic Rescheduling The dynamic rescheduler is used in a control centre to generate and maintain an energy-efficient crossing schedule for all trains on the rail network. It schedules future train movements to minimise the overall cost of train lateness and energy consumption. The scheduler calculates the best location and time for each cross, and determines which trains should take the sidings.
These results were obtained by measurements on a real train. The assumption of a linear relationship between power and fuel supply rate is reasonable. In practice, it is often true that this curve is convex, with greater efficiency at the higher rates of fuel supply. 2 Braking Characteristics for a Diesel-Electric Locomotive Braking is more difficult to model, as the driver can select any combination of mechanical and dynamic (electrical) braking. - o 100 200 300 400 500 600 Fuel flow rate (litres/hour) Figure 2-2: Power against fuel flow rate for a General Motors JT26C-2SS locomotive used to supplement dynamic braking at low speed.