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Design of Powered Rail Vehicles and Locomotives
Published in Simon Iwnicki, Maksym Spiryagin, Colin Cole, Tim McSweeney, Handbook of Railway Vehicle Dynamics, 2019
Maksym Spiryagin, Qing Wu, Peter Wolfs, Valentyn Spiryagin
In practice, two characteristics are often used in the description of tractive efforts: starting and continuous. Starting tractive effort is needed to determine how much train weight may be set into motion by a rail traction vehicle. Starting traction is mainly limited by the vehicle weight and the achievable adhesion/traction coefficient between wheels and rails, as shown in Equation 4.11. Continuous mode tractive effort allows for the possibility of an indefinite period of vehicle/train operation. In other words, the continuous tractive effort is designed to determine the vehicle/train weight that can be moved over very long periods of traction operation. This effort is limited by the power and dynamic performance of the traction electric transmission of a rail vehicle.
Electric Vehicles
Published in Mehrdad Ehsani, Yimin Gao, Ali Emadi, and Fuel Cell Vehicles, 2017
Mehrdad Ehsani, Yimin Gao, Ali Emadi
The vehicle performance described in the previous section dictates vehicle capabilities with respect to speed, gradeability, and acceleration, thus dictating the power capacity of the power train. However, in normal driving conditions these maximum capabilities are rarely used. During most of the operation time, the power train operates with partial load. Actual tractive effort (power) and vehicle speed vary widely with operating conditions such as acceleration, deceleration, uphill and downhill motion, and so on. These variations are associated with traffic environment as well as type of vehicle. City and highway traffic conditions vary greatly, as do the different functionality of vehicles, such as passenger cars and vehicles with regular operation routes and schedules.
Transportation - haulage and hoisting
Published in Ratan Raj Tatiya, Surface and Underground Excavations, 2013
Tractive effort: It is the total force delivered by the motive power of locomotive, through the gearing, at wheel treads. When this force is greater than the product of locomotive weight and the coefficient of adhesion between the wheels and rails, the wheels will slip i.e. it will roll. This can be numerically expressed as: ()Total or maximum tractive effortTE=WLC
Evolution of load conditions in the Norwegian railway network and imprecision of historic railway load data
Published in Structure and Infrastructure Engineering, 2019
Gunnstein T. Frøseth, Anders Rönnquist
Prior to 1900, locomotives had at most three driving axles, increasing to four at the turn of the century, five around 1930 and eventually six around the start of the second half of the previous century. The reason for increases in the number of driving axles during the railways’ history relates to the demand for higher axle loads and train speeds. The maximum tractive effort a locomotive can generate to pull a set of wagons is limited by the friction force between the driving wheels and the rails. To increase the tractive effort of a locomotive, given the restriction on the permissible axle load on the track, it is necessary to increase the number of driving axles.
Evaluation of the impact on track of different locomotive running gear architectures
Published in Australian Journal of Mechanical Engineering, 2018
Nicola Bosso, Antonio Gugliotta, Nicolò Zampieri
In Europe four-axle locomotives with BoBo wheel arrangement are often adopted. This configuration is used because the tractive effort required is low and the freight trains are usually composed by few wagons and the axle-load is limited by the current tracks. Some examples of four-axles locomotives in Europe are the French SNCF BB 37000, the German E-152 DB Cargo, the Swiss Class Re 465 (Gerber 2001), the ES64 F4 and TRAXX F140 DC (Vitins 2007) built for several European countries by Siemens and Bombardier, respectively. These locomotives have a weight approximately of 85 t with a maximum tractive effort of about 300 kN.
Development of a Digital Twin for prediction of rail surface damage in heavy haul railway operations
Published in Vehicle System Dynamics, 2023
Sanjar Ahmad, Maksym Spiryagin, Qing Wu, Esteban Bernal, Yan Sun, Colin Cole, Bruce Makin
The train consists of 4 locomotives and 160 wagons. The locomotives were placed with two at the front, then 106 fully loaded wagons, then two locomotives, and 54 fully loaded wagons. The locomotives have a mass of 136 t each, and the loaded wagons are 92 t each which makes the total train mass of 15,264 t. The maximum tractive effort of the locomotives is 600 kN each.