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Train Dynamic Model: A Brief Introduction

This document describes how to create a dynamic model to simulate a train's motion. It defines a dynamic model as a mathematical model that describes how a system behaves under input forces over time. For a train, this includes the locomotive and wagon models. Forces like traction, braking, rolling resistance, wind resistance, grade resistance and coupler forces are defined. Equations of motion are developed for the locomotive and each wagon based on these forces. The differential equations are solved numerically to calculate acceleration, velocity and position over time as the output of the dynamic train model. Assumptions like rigid connections between vehicles are noted.

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Mochamad Safarudin
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110 views14 pages

Train Dynamic Model: A Brief Introduction

This document describes how to create a dynamic model to simulate a train's motion. It defines a dynamic model as a mathematical model that describes how a system behaves under input forces over time. For a train, this includes the locomotive and wagon models. Forces like traction, braking, rolling resistance, wind resistance, grade resistance and coupler forces are defined. Equations of motion are developed for the locomotive and each wagon based on these forces. The differential equations are solved numerically to calculate acceleration, velocity and position over time as the output of the dynamic train model. Assumptions like rigid connections between vehicles are noted.

Uploaded by

Mochamad Safarudin
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPT, PDF, TXT or read online on Scribd

Train Dynamic Model

A brief introduction

by: Mochamad Safarudin


Mechanical Department

Definition
Dynamic model : a mathematical model
that describes the behaviour of a system
for example acceleration, velocity or
position if the system is subjected to an
input
In the train case, the system is a
locomotive or wagon. The input can be
engine traction force, braking force or
drawbar force (between two vehicles)

Locomotive Dynamic Model


FG
FC
FR

FA

Fcoupler
FL
FL
FR
FA

tractive effort or dynamic braking force


Rolling resistance (friction of rail and wheel)

Force due to wind resistance (aerodynamic load)

FG

Forcedue to grade resistance

FC

Force due to curve resistance

Fcoupler

Force in the coupler (connection to wagon)

Tractive Effort/Dynamic Braking


Force
FL depends on the speed and input notch from the driver/engineer and
can be developed by tractive effort/dynamic braking curve typical for a
type of locomotive

Typical Tractive Effort and Dynamic Braking Force Curve

Rolling Resistance and


Aerodynamic Load

FR and FA usually developed from empirical formula depends on type of locomotive


or wagons and is the function of vehicle velocity

Example of empirical formula for calculating propulsion force (rolling


resistance force+aerodynamic load)
DV is the head wind velocity (usually taken as 15 km/h)

Grade Resistance
in the train has to climb or go down a
slope there will be a component of force
acting to resist or assist the movement of
the train
FG= W.G

where W is the weight of the loco and G is the grade (degree)


the sign of FG determine the direction of force that
is - for climbing and + for going down

Curve Resistance
during curve negotiation, there will be a
resistance to longitudinal movement of
train
Fc= -0.0004.W.D
where D is the degree of curve (in radian)

Coupler Force
if the locomotive is connected to a wagon,
there will be force generated in the coupler
or Fcoupler with the direction indicated

Equation of Motion

FG
FC

FR

FA

Fcoupler
FL

an equation of motion should be developed to describe the behaviour


of the locomotive
SFx=0
FL-FR-FA-FC-FG-Fcoupler=m.d2x/dt2
where d2x/dt2 is the acceleration of the
locomotive and m is the locomotive mass

Wagon Dynamic Model


FG
FC

FR
FA
Fcoupler2

Fcoupler

Fbraking
Fbraking is the brake applied by pneumatic means (typically) to
each wagon. This braking force should be model separately
considering rigging and levering detail of the brake system
F coupler is the force subjected to the wagon by locomotive, the
same
with F coupler in locomotive model but with opposite direction
Fcoupler 2 is the force subjected to the wagon by the next wagon in
the train
all other forces are similar to forces in locomotive model

Equation of Motion
the equation of motion should be
developed for every wagon in the train
SFx=0
Fcoupler-Fbraking -FR-FA-FC-FG-Fcoupler2 =m.d2x/dt2
where d2x/dt2 and m are the acceleration and mass of
each wagon in study respectively

Solution
all the equation of motion of locomotives
and wagon should be developed to obtain
a simultaneous differential equation
this differential equation can be solved to
get the acceleration, velocity and position
(x) of the train using numerical method (for
example 4th order Runge Kutta

Assumptions/Limitation
in this train model, several assumptions and
limitations are used:
the connection between loco and wagon or
between wagons are rigid, no relative motion
between each wagons. if the connection will be
modeled, separate model should be developed
the tractive effort curve does not consider the
thermal effect of the rail and wheel (ideal rail
with constant temperatur all the time)

Conclusion
the algorithm describing the motion of the
locomotive and wagons should be developed
based on the simultanoeus differential equation
in this article
the input can be developed using HUD display
or joystick or other external input device to
determine the notch, forward/reverse, dynamic
braking or pneumatic braking application
finally, the output required (velocity or position of
the train can be input into 3D software
environment or VR display

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