Osposobljavanje strojovođa rudarskih lokomotiva na simulatorima povećat će učinkovitost i intenzitet obuke. Zbog toga će doći do smanjenja financijskih i vremenskih troškova za obuku vozača, postići ...će se povećanje sigurnosti i produktivnosti njegova rada, smanjenje broja pogrešaka u radu i oštećenja opreme koji su ponekad uzrokovani neiskustvom vozača. Simulator vozača proizveden je kao autonomni alat za obuku, s polaznikom koji je postavljen u virtualno okruženje što sličnije stvarnomu radnom okruženju, i predstavlja kompleks za obuku koji se sastoji od hardvera i softvera. Softver simulira rad svih lokomotivskih sustava, pristupne infrastrukture rudnika i interaktivne 3D panorame okoliša. U kabini strojovođe rudničke lokomotive reproducira se stvarno radno okruženje, upravljački, alarmni i indikacijski elementi lokomotive te ostala oprema koja se nalazi u stvarnoj kabini i nužna je za izvođenje svih tehnoloških operacija.
The existence of wheel-diameter difference of track locomotive will directly affect the motion performance of locomotive. In this paper, the creep force of coaxial wheel-diameter difference is ...analysed, and the dynamic model of 2-axle bogie locomotive is established by SIMPACK software. Based on the study of two typical wheel-diameter difference of the same bogie, 10 special working conditions of wheel-diameter differences of the same locomotive are put forward. The effects of different working conditions and different wheel-diameter differences of the same working condition on the straight line motion performance of locomotive are analysed. The results show that, the lateral displacement and lateral ride quality index of locomotive body increase with the increase of wheel-diameter difference under the same working condition, and they do not exceed the safety limit. The change of wheel-diameter difference has little effect on the vertical ride quality index of locomotive body. According to the lateral displacement of the locomotive body, the 10 working conditions are divided into three grades. The third grade (working condition 4, working condition 5, working condition 8 and working condition 11) is more conducive to the safe and stable motion of the locomotive. Therefore, in the wheel matching installation and repairing process, priority should be given to the arrangement of wheel-diameter difference of the same locomotive in the third grade. This will provide a reference and basis for the scheme of locomotive wheel economic repairing.
In order to improve the adaptability of the coupler with arc surface contact to the demanding operating environment of heavy-haul trains, the compression stability mechanisms were analysed. The angle ...evolution process of the force transmission line when the coupler is gradually rotated from the centring state to the maximum structure angle is derived, as well as a proposal for the coupler self-stabilising ability. Based on the theoretical analysis, a more detailed dynamic model of the coupler with arc surface contact has been established in which the friction and contact characteristics of both coupler tail and coupler head are considered. Then the model is used to simulate the dynamic behaviour of the coupler with different radius matching relationships. The research results indicate that the effective way to improve the running safety of a heavy-haul locomotive under buff condition is to make full use of the self-stabilising ability of the coupler on the premise of not affecting the adhesion ability of the coupler tail. Based on the above research work, an improved scheme is proposed in this paper.
Railways are treated as the lifeline of India, as they play a major role in the transportation of passengers and goods due to their cost effectiveness and large network. From 1970 to 2014, passenger ...and the net ton kms increased by a factor of 4 and 10, respectively. This significant increase in transportation demand was met by the transition of locomotives from steam to diesel and electric in the last few decades, as better energy efficiency led to lower operation costs. For policy making, emission inventory of locomotives is essential for better understanding of the relation between air quality and the choice of traction. However, the available national emission inventories developed by the top-down approach using the national fuel consumption statistics contain huge uncertainties due to non-consideration of activity data, such as age, power and type of locomotive. To estimate this uncertainty, for the first time, a bottom-up approach using link specific activity data was used to develop the emission inventory for North-eastern Indian states. In comparison to the bottom-up approach, the emissions calculated by top-down approach were lower in case of passenger transport (246% for NOx) and higher (36% for NOx) in case of goods transport. Further analysis indicated that, even though the estimated emissions were sensitive to emission factors used, role of activity data was more significant. Assuming that this difference is representative for other parts of the country, a national emission inventory for Indian Railways was developed using a modified top-down approach. Using the newly developed emission inventory for railways and the existing fuel based emissions for roadways, it was estimated that if road based freight transport is switched to rail, an average decrease of 58% and 50% of NOx and CO2, respectively can be achieved.
•The possible uncertainties using top-down approach for estimating greenhouse gas and criteria pollutant emissions from Indian railways was estimated.•In comparison to the bottom-up, the emissions calculated by top-down approach were lower in case of passenger transport and higher in case of goods transport.•Around 147 and 2 Gg/y of reduction in CO2 and NOx emissions can be achieved by shifting from road to rail transport in India.
To evaluate the association between vision-related quality of life (QoL), physical inactivity, and locomotor dysfunction in subjects with visual impairment.This cross-sectional study included 215 ...visually impaired subjects recruited from six ophthalmology departments in Japan. The physical inactivity and locomotor dysfunction associated with their visual impairment was investigated. The physical activity level was assessed using the short form of the International Physical Activity Questionnaire and classified as high, moderate, or low. Locomotor function was evaluated with the Geriatric Locomotive Function Scale. Vision-related QoL was evaluated using the 25-item National Eye Institute Visual Function Questionnaire. Background data, including for age, sex, best-corrected visual acuity for each eye, causative eye diseases, systemic comorbidities, and body mass index, were also collected.The average patient age was 69.6 (range, 20-93 years; standard deviation, 14.5 years) and 118 patients (54.9%) were men. Multivariate analysis showed that vision-related QoL and best-corrected visual acuity in the worse eye were significantly associated with physical inactivity and that vision-related QoL, female sex, age, and presence of systemic comorbidity were significantly associated with locomotor dysfunction. Vision-related quality of life is associated with physical inactivity and locomotor dysfunction.
Longitudinal train dynamics (LTD) simulations have been playing an instrumental role in the development of larger trains, especially freight trains. LTD simulators have been reported from all around ...the world, but without standards or standard questions to assess the correct implementation of LTD analysis and the state of LTD studies. Under this situation, the Centre for Railway Engineering initiated the International Benchmarking of Longitudinal Train Dynamics Simulators. Eight teams involving 10 institutions from five countries across three continents have participated in the benchmark and submitted their results. This paper describes the benchmarking questions so other researchers will be able to repeat the simulations in the future and benchmark their programs against the current participating software. The question information includes train configurations and characteristics of the wagon connection system, locomotive traction and dynamic brake characteristics, resistance formula, track data, train driving controls and output requirements. The question information will also enable researchers to replicate the benchmark by providing relevant formulas, data sheets, figures and descriptions.
•Spectral analysis results in ppm for metallic elements mixed to the engine lubricant.•Determining maintenance time and/or engine failure of the diesel locomotives.•Measurement of the electrical ...properties of the engine lubricant samples.•Artificial neural network study as a different approach for locomotive maintenance.
In this paper, we proposed an approach for locomotive maintenance systems by observing engine lube oil. The mechanical particles in lube oil give information about locomotive engine system condition. The engine lubricant is monthly monitored by a spectral analyzer (SA) to detect engine system failure and routine maintenance time. However, this old fashioned technique has many disadvantages such as non-real time measuring, high cost and time consumption. A novel approach is proposed to eliminate these disadvantages. The new method determines the lubricant sample conditions with respect to electrical characteristics by using artificial neural network (ANN). The study focuses on a relationship between mechanical particles (in ppm) and dielectric characteristics of the lube oil samples. Therefore, ANN method is applied to observe linear relation between observed and predicted dielectric constant and loss factor values of the engine oil samples. The electrical characteristics of the samples are observed at four frequency points (2.40 GHz, 5.80 GHz, 7.40 GHz and 9.60 GHz). ANN studies are realized by using data at these frequency points. The regression (R) coefficients are obtained as 0.7239, 0.7951, 0.8513 and 0.7463 for dielectric constant and 0.7627, 0.7196, 0.8015 and 0.7334 for dielectric loss, respectively. Moreover, the mean square error (MSE), mean absolute error (MAE) and mean absolute percentage error (MAPE) are calculated and examined. The obtained results are very sufficient and this approach can be applied to a sensor device having low cost and real time working mechanism in the future.
pantograph–catenary system is one of the critical components used in electrical trains. It ensures the transmission of the electrical energy to the train taken from the substation that is required ...for electrical trains. The condition monitoring and early diagnosis for pantograph–catenary systems are very important in terms of rail transport disruption. In this study, a new method is proposed for arc detection in the pantograph–catenary system based signal processing and S-transform. Arc detection and condition monitoring were achieved by using current signals received from a real pantograph–catenary system. Firstly, model based current data for pantograph–catenary system is obtained from Mayr arc model. The method with S-transform is developed by using this current data. Noises on the current signal are eliminated by applying a low pass filter to the current signal. The peak values of the noiseless signals are determined by taking absolute values of these signals in a certain frequency range. After the data of the peak points has been normalized, a new signal will be obtained by combining these points via a linear interpolation method. The frequency-time analysis was realized by applying S-transform on the signal obtained from peak values. Feature extraction that obtained by S-matrix was used in the fuzzy system. The current signal is detected the contdition as healthy or faulty by using the outputs of the fuzzy system. Furthermore the real-time processing of the proposed method is examined by applying to the current signal received from a locomotive.
PDF
