Energy and wear optimisation of train longitudinal dynamics and of traction and braking systems

Traction and braking systems deeply affect longitudinal train dynamics, especially when an extensive blending phase among different pneumatic, electric and magnetic devices is required. The energy and wear optimisation of longitudinal vehicle dynamics has a crucial economic impact and involves several engineering problems such as wear of braking friction components, energy efficiency, thermal load on components, level of safety under degraded or adhesion conditions (often constrained by the current regulation in force on signalling or other safety-related subsystem). In fact, the application of energy storage systems can lead to an efficiency improvement of at least 10% while, as regards the wear reduction, the improvement due to distributed traction systems and to optimised traction devices can be quantified in about 50%. In this work, an innovative integrated procedure is proposed by the authors to optimise longitudinal train dynamics and traction and braking manoeuvres in terms of both energy and wear. The new approach has been applied to existing test cases and validated with experimental data provided by Breda and, for some components and their homologation process, the results of experimental activities derive from cooperation performed with relevant industrial partners such as Trenitalia and Italcertifer. In particular, simulation results are referred to the simulation tests performed on a high-speed train (Ansaldo Breda Emu V250) and on a tram (Ansaldo Breda Sirio Tram). The proposed approach is based on a modular simulation platform in which the sub-models corresponding to different subsystems can be easily customised, depending on the considered application, on the availability of technical data and on the homologation process of different components.     

Dynamics of railway freight vehicles

This paper summarises the historical development of railway freight vehicles and how vehicle designers have tackled the difficult challenges of producing running gear which can accommodate the very high tare to laden mass of typical freight wagons whilst maintaining stable running at the maximum required speed and good curving performance. The most common current freight bogies are described in detail and recent improvements in techniques used to simulate the dynamic behaviour of railway vehicles are summarised and examples of how these have been used to improve freight vehicle dynamic behaviour are included. A number of recent developments and innovative components and sub systems are outlined and finally two new developments are presented in more detail: the LEILA bogie and the SUSTRAIL bogie.     

Ridesharing in North America: Past,Present, and Future

Since the late 1990s, numerous ridematching programmes have integrated the Internet, mobile phones, and social networking into their services. Online ridematching systems are employing a range of new strategies to create “critical mass”: (1) regional and large employer partnerships, (2) financial incentives, (3) social networking to younger populations, and (4) real-time ridematching services that employ “smartphones” and automated ridematching software. Enhanced casual carpooling approaches, which focus on “meeting places”, are also being explored. Today, ridesharing represents approximately 8–11% of the transportation modal share in Canada and the USA, respectively. There are approximately 638 ridematching programmes in North America. Ridesharing's evolution can be categorized into five phases: (1) World War II car-sharing (or carpooling) clubs; (2) major responses to the 1970s energy crises; (3) early organized ridesharing schemes; (4) reliable ridesharing systems; and (5) technology-enabled ridematching. While ridesharing's future growth and direction are uncertain, the next decade is likely to include greater interoperability among services, technology integration, and stronger policy support. In light of growing concerns about climate change, congestion, and oil dependency, more research is needed to better understand ridesharing's impacts on infrastructure, congestion, and energy/emissions.     

Bayesian vehicle class recognition using 3-d probe

A new approach is presented to vehicle-class recognition from video clips. Two new concepts introduced are: probes consisting of local 3-d curve-groups which when projected into video frames are features for recognizing vehicle classes in video clips; and Bayesian recognition based on class probability densities for groups of 3-d distances between pairs of 3-d probes. A full Bayesian recognizer is realized via Monte Carlo simulation method. Also, a sub-optimal but robust camera calibration method is employed and tested extensively.     

Fuel consumption parameters for realizing and verifying fuel consumption prospect algorithm of vehicle driving route information system

Emissions of CO₂, as the main component of greenhouse gases, and high fuel consumption rates are worldwide problems. To solve them, most car manufacturers have concentrated on developing various techniques to improve the efficiencies of engines and transmissions and ECO-ROUTEs to meet environmental regulations. In this study, an algorithm for determining routes that cause the least fuel consumption was developed. The core of this algorithm is a specific EEC (energy efficiency constant) map containing logic that is able to predict fuel consumption. The accuracy of the algorithm was confirmed by vehicle tests for various driving patterns. Parameters affecting vehicle fuel economy were studied and verified. Improvement in the accuracy of this algorithm was confirmed by applying these parameters to ECO-ROUTE logic.     

In-vehicle display HMI safety evaluation using a driving simulator

Recently, telematics services and in-vehicle display devices such as the CNS (Car Navigation System) have become new causes of traffic accidents. These accidents are caused by ‘Inattention’ from the increase of the driver’s mental workload while he/she is driving. The driver of a vehicle (except for emergency or police vehicles) must not use a hand-held mobile phone while the vehicle is moving. To address this problem, Australia, England, Italy, Brazil and some states in the US have banned the use of hand-held mobile devices during driving. However, there are no restrictions on the use of in-vehicle displays or on the display’s positions. The position of a navigation system in a vehicle should be assessed objectively, and the effect of the position on the driver’s attention should be studied. Some existing research reports that in-vehicle distraction not only leads to reduced speeds and more frequent lane switching, but also more gazing by the driver to the centre of the road. In this study, to develop an assessment method and to propose the proper position of a CNS, an experiment is carried out in a driving simulator environment. Different methods to track the gaze and physical parameters of the driver are used for HMI (Human-Machine Interface) assessment. The experiment is carried out in a driving simulator to observe the glancing distribution during driving according to the position of the navigation system. Fourteen subjects participated in this experiment. Changes in subjects’ physiological signals and glancing distribution rates were collected.     

Gate shape optimization using design of experiment to reduce the shear rate around the gate

Numerical analysis is used to optimize the gate shape of the mold part in the molding process. The objective of this research was to develop a procedure that will optimize the gate shape of the mold part by using Design of Experiments approach. The computer-aided engineering software Moldflow was used to simulate the plastic injection molding process and the Minitab software was used to analyze the computational results from Moldflow. The Bulk Molding Compounds (BMC) UNI-203S thermoset material was chosen as the molding material. Four different types of gate shapes were analyzed to find the gate shape to be used in the optimization. The Type 3 gate shape was selected as basis for the gate optimization because this shape yielded the minimum shear rate around the gate among all. The thickness, width, length and angle of the gate were selected as the design variables. Erosion around a gate due to repetitive shear flow during molding process was considered as an important issue to extend the service life of the expensive mold. It is normally very difficult to prevent erosion due to high injection pressure and repetitive use of the mold, especially in certain molding parts as BMC reflector in automotive parts, so it has become the subject of researches. The effectiveness of design variables was evaluated by observing shear rate around the gate. The objective of the optimization was to minimize the average shear rate around the gate. Response Surface Method was applied to identify the optimum values of the design variables. The computed optimum values were validated numerically. The optimized gate shape showed the reduced shear rate by about 11%.     

Bus Rapid Transit implementation in Beijing: An evaluation of performance and impacts

Bus Rapid Transit (BRT) systems are undergoing rapid development in many countries due to the unique characteristics of this form of mass transit. In China, BRT schemes are being adopted as a key strategy for relieving traffic problems. As a case-study, this paper examines the performance and impacts of BRT in Beijing, the first full-featured BRT system in China. It considers in turn the role of ITS technology in influencing the operational efficiency, technical performance and cost issues associated with BRT. Particular attention is given to the consequent impacts of BRT on travel behaviour change, traffic environment and property development. While some challenges remain, the early performance of BRT suggests that it is one of the key measures for promoting sustainable mobility.     

Surveillance and Poaching on Inshore Reefs of the Great Barrier Reef Marine Park

The Great Barrier Reef (GBR), Australia, is managed under the GBR Marine Park Act (1975) and is seen as a shining example of marine resource management. The principle tool of management is zoning for multiple use. We examined surveillance and illegal fishing around two inshore islands (Magnetic and Orpheus) of the GBR Marine Park in 2000/2001. Both islands are near Townsville, the largest city adjacent to the GBR. Surveillance effort was low, with vessels present on only 16% of days of the year. Measurable but low levels of illegal recreational fishing occurred within no-take zones. Levels decreased with increasing surveillance effort. Thus zoning was not completely successful in protecting fish targeted by fisheries, even within the most highly enforced sections of the Park. The expansion of no-take zones in 2004 from 4.6% to 33.4% of the area of the 358,000 km2 Park represents a considerable challenge for future surveillance and enforcement.     

Factoring a real value of cargo in port investment and funding decisions

Ports are marine gateways to economic activities. Ports’ ability to perform services depends on their facilities, harbor conditions, and other factors. Generally, ports have control over their facilities but must compete for funding to improve them. As for waterways, in the U.S., a Harbor Maintenance Trust Fund was established to fund dredging, which levies a 0.125% cargo value tax on most shippers using U.S. coastal and Great Lakes harbors. Yet, commonly, a gross tonnage metric is used to allocate the fund’s resources, resulting in under-maintenance of some harbors. This, reportedly, deters additional port funding and hinders valuable commerce. Supplemental economic metrics, such as value of commerce or cargo, can improve port financing decisions, but such data is not readily available. Container ports collect cargo value data in nominal terms, but bulk ports do not. When making economic decisions, however, real values must be used. Further, when allocating resources, decision-makers must be able to assess ports over time and relative to each other. Conforming to these criteria, this paper develops three port financing indicators based on a real value of cargo and illustrates their calculations using the U.S. Port of Duluth-Superior as a case study.