bluuebunny/crossref_metadata_2025 huggingface dataset:
The Abnormal Combustion Affected by Lubricating Oil Ignition in Premixed Gas Engine
Authors: Yasueda Shinji , Takasaki Koji , Tajima Hiroshi
Published: July 2013

The thermal efficiency of gas engines have been improved considerably in the last decade and now some of gas engines has achieved higher efficiency than diesel engines by introducing the state of the arts technologies. But at the same time, the abnormal combustion with the high peak firing pressure has been seen in recent years especially on high BMEP engines. This combustion has the unique characteristics such that it occurs temporally with the limited crank angle of advanced timing and the retarded spark ignition timing makes it worse.

As the results of researches including the visualization tests on the single cylinder engine, this combustion was confirmed to be the kind of pre-ignition caused by the auto ignition of in-cylinder lubricating oil. And it was found to be one of the causes of the cyclic variation of peak firing pressure on premixed combustion gas engine.

The lubricating oil can be ignited in the cylinder near the end of compression stroke where the temperature in cylinder is high enough for fuel oil to ignite. This is a natural phenomenon because the auto ignition temperature of lubricating oil is same level as that of fuel oil. But this phenomenon has not been considered so deeply so far because it has not caused serious combustion problems. But from now, more careful design by adding the view of the abnormal combustion caused by lubricating oil will be required for the future engines having the higher BEMP and thermal efficiency. Especially in case of gas engine ignited by fuel oil, such as Micro Pilot and Dual Fuel engine, the stable combustion window where combustion can be initiated and controlled not by lubricating oil but by fuel oil will become narrow.

In this paper, the characteristics of this abnormal combustion on production engines and the visualization data of combustions measured on a test engine are introduced and then the consideration about the mechanism and the analysis of this phenomenon are described in detail.
Assessment of Friction for Cam-Roller Follower Valve Train System Subjected to Mixed Non-Newtonian Regime of Lubrication
Authors: Turturro A. , Rahmani R. , Rahnejat H. , Delprete C. , Magro L.
Published: July 2013

The tribology of cam-roller follower conjunction is highly dependent on the engine type and working conditions. The interface experiences transient conditions due to variations in contact geometry and kinematics, as well as loading. These lead to instantaneous and capricious behavior of the lubricant through the contact, which determines the regime of lubrication. The resulting frictional characteristics are affected by the shear of the lubricant film and the interaction of rough surfaces themselves. Thus, specific analysis is required for any intended new engine configuration. Therefore, a tribo-dynamic model, combining valve train dynamics, contact kinematics and tribological analysis is required. An important issue is to develop a simple yet reliable and representative model to address the above mentioned pertinent issues. This would make for rapid scenario-building simulations which are critical in industrial design time-scales.

The current model has been developed in response to the above mentioned requirements. A multi-body dynamic model for the valve train system based on the key design parameters is developed and integrated with an EHL tribological model for the cam-follower contact. To keep the model simple and easy to use and to avoid time-consuming computations, the analytical EHL model makes use of Grubin’s oil film thickness equation. Viscous and boundary contributions to friction are obtained as these account for the losses which adversely affect the engine fuel efficiency.
Optimization of the Operating Strategy of a BAS Hybrid Diesel Powertrain on Type-Approval and Real-World Representative Driving Cycles
Authors: Morra Edoardo Pietro , Spessa Ezio , Venditti Mattia
Published: July 2013

Hybrid Electric Vehicles (HEVs) can be considered one of the most promising ways of improving the sustainability of the road transport sector. They are equipped with an Internal Combustion Engine (ICE) coupled to an electro-mechanical system. This study has focused on a parallel-hybrid diesel powertrain featuring a high-voltage Belt Alternator Starter (BAS). This layout allows regenerative braking, Stop&Start, load point shift and electric power assistance to the ICE. However, a dedicated optimization of the operating strategy is required to exploit all the expected advantages of the considered HEV. The project has entailed the implementation of a zero-dimensional model of the hybrid powertrain in GT-Drive and Matlab environments. Genetic Algorithm (GA) based techniques have been used to define a novel benchmark operating strategy and to calibrate a real-time optimizer. The benchmark and real-time optimization approaches have been applied to reduce the total FC and NOx emissions as well as to diminish the local combustion noise peaks. Different mission profiles have been considered, i.e. the New European Driving Cycle (NEDC) and three Artemis driving routes. The results show the effectiveness of the proposed methods and the improvements obtained in fuel economy, NOx emissions and combustion noise.
Actual Tip Layout and Off-Axis Stroke in Nozzle Flow Modeling Under Ballistic Needle Displacement
Authors: Chiatti Giancarlo , Palmieri Fulvio
Published: July 2013

The injection of small amount of diesel fuel is mainly achieved through the shortening of energizing signal. Consequently, in such injection phases, the needle does not reach the mechanical stroke-end and its displacement may be defined as ballistic.

By means of a detailed 3D-CFD modeling, the behavior of nozzle flow is investigated under typical pilot/split injection conditions, namely high injection pressure and low needle lift. The investigation focuses on the effects of the restricted flow passage on fuel flow at hole inlets. Once the modeling details are described, the influence of different elements on the internal fuel flow is shown and discussed, pointing out the role of different driving factors; investigations take into account actual injector tip layouts and the response to the needle off-axis operating conditions. Results are presented highlighting the flow pattern features within the nozzle and their reflects on the hole-to-hole differences.
Remote Sensing of Fuel Systems Using Real-Time 1D CFD
Authors: Viele Matthew , Liu Isaac , Wang Guoqiang , Andrade Hugo , Willson Bryan
Published: July 2013

Many modern engine systems are designed using one-dimensional computational fluid dynamics (1D CFD). This same technique can be used to model these systems in real time. This real-time model can be used to create virtual sensors in places where due to environmental or cost reasons physical sensors would not be practical. Achieving real-time performance of the CFD model requires more throughput than is available on single processor systems, so an Field Programmable Gate Array (FPGA) is employed. By employing an FPGA, we can synthesize and reconfigure our system to ensure determinism and lower resource usage. We instantiate several dedicated processing cores for parallel processing of sub-volumes. The number of cores can be configured to support up to 500 fluid volumes, more than enough for common 1D CFD models used in engines. This paper evaluates the feasibility of such a system and evaluates the complexity of such models against the GT-SUITE simulation software.
Reducing Emissions From Diesel-Hauled Commuter Trains by Recouping Braking Energy
Authors: Eggleton Peter
Published: July 2013

The concept of a hybrid braking energy recoupment system was defined for coaches of diesel-hauled regional commuter trains. Functional specifications were developed having the goal of increasing by 25 percent the acceleration rate of a commuter train consisting of 10 bi-level coaches hauled by a 3,000 hp diesel locomotive, typical of the rolling stock now in service in Canada and the U.S.A. Because increasing train acceleration was the primary aim, the concept was named the Hybrid Augmented Traction System (HATS). Analyses of HATS simulations showed that in addition to augmenting acceleration and reducing trip time, braking energy recoupment reduced fuel consumption and corresponding diesel emissions.

Examined were three alternate hybrid systems for train retardation by recoupment of braking energy, its storage and then regeneration based, respectively, on Hydrostatic, Battery and Ultracapacitor energy storage. The Ultracapacitor Hybrid system appeared the most promising due to the capability of ultracapacitors to repeatedly and rapidly accept large charges, be temperature insensitive and flexible in the placement of modules in the limited space available. The study foresees that HATS technology development could be expedited via the procurement process if railway operators specified braking energy recoupment requirements in calls-for-proposals for new capital equipment.
Noise, Emissions and Fuel Economy Investigation on a Small DI Diesel Engine Working on Jatropha Bio-Diesel, Using Taguchi Methods
Authors: Kumar Vineet , Gakkhar Rakesh Parkash
Published: July 2013

Experimental investigation was carried out in order to optimize the performance of a small high speed direct injection diesel engine running on Jatropha methyl ester (JME), using Taguchi methods. In the investigation three controlled parameters — injection timing, load and speed — were varied at three levels and their effect on the engine output responses — engine noise, combustion noise, smoke, NOx, HC emissions and brake specific fuel consumption were studied. Taguchi method was found to be efficient for investigating the effect of speed, load and injection timing on the engine noise, emissions and fuel economy. Analysis of variance (ANOVA) was used to find out the percentage contributions of the controlled parameters on the engine output responses. To optimize the performance, optimum combinations of the controlled parameters were found using the signal to noise (S/N) ratio. The engine output responses were predicted at those combinations. Further, confirmation runs were carried out which showed good agreement with the predicted engine output responses.
An Investigation in Improving the Exhaust Management Process on Miller Cycle and Turbocompounding
Authors: Lavertu Thomas M. , Primus Roy J. , Akinyemi Omowoleola C.
Published: July 2013

A reduction in diesel engine fuel consumption at a constant emissions level can be achieved by various means. A power turbine as a means of waste heat recovery (i.e., turbocompounding) and altered intake valve closure timing (Miller cycle) are two such mechanisms. Each of these technologies act as a means of improving the expansion process of the combustion gases, requiring reduced fueling for the same work extraction. When these embodiments are typically implemented, the timing of the exhaust valve opening is maintained. However, optimization of the timing of the exhaust valve opening presents the potential for further improvement in the expansion process. Variations in the exhaust valve opening timing will be investigated for Miller and turbocompounding cycles as well as the combination of the two features. Results will be shown to quantify the impact these variations have in system efficiency. Second law analysis will be used to show how these variations in engine configurations impact individual loss mechanisms. Finally, comparisons will be made to show the relative differences between Miller cycle and turbocompounding with and without optimization of the exhaust valve timing.
Performance Evaluation of Piston Compression Ring Through Accelerated Wear in Engine Tests
Authors: Morris Nicholas , Rahnejat Homer , Rahmani Ramin , King Paul , Fitzsimons Brian
Published: July 2013

Both the piston ring and cylinder bore experience wear throughout their life cycle. Therefore change occurs in the geometrical profile and topography of the ring. In addition, coating on the ring is also subject to wear, thus altering the physical/mechanical property of the contacting surface. These changes affect the tribological performance of the ring-bore conjunction. Geometrical changes often alter the ring contacting profile, which affects the entrainment of the lubricant into the conjunction. This can affect the regime of lubrication, thus mechanisms that contribute to friction. Wear of surfaces also plays some role in boundary friction in terms of topographical changes as well as surface properties such as hardness and asperity shear strength. Most analysis does not take into account changes in tribological conditions which occur as the result of these salient changes in practice. The paper intends to bridge this gap in the fundamental knowledge and provide explanations for some in-field experiences noted with wear of a compression ring in a typical engine test. The method of solution used is based on the average flow factors which are indicative of entrainment of the lubricant through the rough ring-bore conjunction. This approach was initiated by Patir and Cheng, for which realistic topographical parameters according to the stage of the wear process is included. Changes in friction and fuel energy consumed are predicted.
Combustion Noise Real-Time Evaluation and Processing for Combustion Control
Authors: Ponti Fabrizio , Ravaglioli Vittorio , Moro Davide , De Cesare Matteo
Published: July 2013

Newly developed Diesel engine control strategies are mainly aimed at pollutant emissions reduction, due to the increasing request for engine-out emissions and fuel consumption reduction. In order to reduce engine-out emissions, the development of closed-loop combustion control algorithms has become crucial. Modern closed-loop combustion control strategies are characterized by two main aspects: the use of high EGR rates (the goal being to obtain highly premixed combustions) and the control of the center of combustion. In order to achieve the target center of combustion, conventional combustion control algorithms correct the measured value by varying Main injection timing.

It is possible to obtain a further reduction in pollutant emissions through a proper variation of the injection parameters. Modern Diesel engine injection systems allow designing injection patterns with many degrees of freedom, due to the large number of tuneable injection parameters (such as start and duration of each injection). Each injection parameter’s variation causes variations in the whole combustion process and, consequently, in pollutant emissions production. Injection parameters variations have a strong influence on other quantities that are related to combustion process effectiveness, such as noise radiated by the engine. This work presents a methodology that allows real-time evaluating combustion noise on-board a vehicle. The radiated noise can be evaluated through a proper in-cylinder pressure signal processing. Even though in-cylinder pressure sensor on-board installation is still uncommon, it is believed that in-cylinder pressure measurements will be regularly available on-board thanks to the newly developed piezo-resistive sensors.

In order to set-up the methodology, several experimental tests have been performed on a 1.3 liter Diesel engine mounted in a test cell. The engine was run, in each operating condition, both activating and deactivating pre-injections, since pre-injections omission usually produces a decrease in pollutant emissions production (especially in particulate matter) and a simultaneous increase in engine noise. The investigation of the correlation between combustion process and engine noise can be used to set up a closed-loop algorithm for optimal combustion control based on engine noise prediction.
Large Particles in Modern Diesel Engine Exhaust
Authors: Hoard John , Chafekar Tejas , Abarham Mehdi , Schwader Riley , Upplegger Steven , Styles Dan
Published: July 2013

During research on diesel engine EGR cooler fouling a test stand giving visual access to the building deposit layer has been developed. Initial experiments reveal the presence of large particles in the exhaust. While conventional wisdom is that diesel particulates typically have log-normal size distributions ranging approximately 10–200 nm, the tests reported here observe small numbers of particles with sizes on the order of tens of μm. Such particles are not generally reported in the literature because exhaust particle sizing instruments typically have inertial separators to remove particles larger than ∼1 μm in order to avoid fouling of the nanoparticle measurement system.

The test stand provides exhaust or heated air flow over a cooled surface with Reynolds number, pressure, and surface temperature typical of an EGR cooler. A window allows observation using a digital microscope camera. Starting from a clean surface, a rapid build of a deposit layer is observed. A few large particles are observed. These may land on the surface and remain for long times, although occasionally a particle blows away.

In order to study these particles further, an exhaust sample was passed over a fiberglass filter, and the resulting filtered particles were analyzed. Samples were taken at the engine EGR passage, and also in the test stand tubing just before the visualization fixture. The resulting images indicate that the particles are not artifacts of the test system, but rather are present in engine exhaust.

MATLAB routines were developed to analyze the filter images taken on the microscope camera. Particles were identified, counted, and sized by the software.

It is not possible to take isokinetic samples and give quantitative measurement of the number and size distribution of the particles because the particles are large enough that inertial and gravitational effects will cause them to at least partially settle out of the flows. Nonetheless, the presence of particles tens of μm is documented.

Such particles are probably the result of in-cylinder and exhaust pipe deposits flaking. While these larger particles would be captured by the diesel particulate filter (DPF), they can affect intake and exhaust valve seating, EGR cooler fouling, EGR valve sealing, and other factors.
Individual and Synergistic Effects of Lubricant Additive Components on Diesel Particulate Filter Ash Accumulation and Performance
Authors: Sappok Alexander , Munnis Sean , Wong Victor W.
Published: July 2013

The current CJ-4 oil specification places a limit on the oil’s sulfated ash content of 1.0% to reduce the build-up of lubricant-derived ash in the diesel particulate filter (DPF). Lubricant additives, specifically detergents and anti-wear additives, contribute to most of the sulfated ash content in the oil and ash accumulation in the DPF, and hence are studied with increasing interest in the optimization of the combined engine-oil-aftertreatment system. However, characteristics of ash deposits found in the particulate filter, which are affected by a number of parameters, differ markedly from those of the ASTM-method defined sulfated ash. In addition, ash characteristics and effects on DPF performance vary substantially among the different metallic base in the additives, specifically calcium, magnesium, and zinc. Through a series of carefully-controlled tests with specially-formulated lubricant additives, this work quantified the individual and combined effects of the most common detergent and anti-wear additives on the ash properties which directly influence DPF pressure drop.

The results show that different lubricant additive formulations (Ca, Zn, Mg) produce profound differences in DPF pressure drop. It was found that DPF ash is a complex mixture of metals (Ca, Zn, Mg) in the form of sulfates, phosphates, and oxides. These ash compounds each have unique physical properties, which affect DPF pressure drop differently. In particular, ash containing calcium sulfate compounds resulted in an increase in filter pressure drop by over a factor of two, relative to the same amount of ash composed only of zinc phosphate or magnesium oxide compounds, at the same ash loading in the DPF. In addition, synergistic effects due to specific additive combinations were also explored and showed significant differences in ash composition and degree of exhaust flow restriction imposed by the ash resulting from specific additive combinations, as opposed to the individual additives themselves. Results are useful not only for lubricant formulators to design oils for improved aftertreatment system compatibility, but also to understand the practical effects of ash in the DPF in relation to the standardized sulfated ash definition in the lubricant specification.
Railroad Spiral Design and Performance
Authors: Klauder Louis T.
Published: July 2013

This paper reviews forms of spiral geometry that have been used and proposed as transition shapes in railroad tracks and compares them with respect to dynamic performance and spiral length. The dynamic performances that are compared were calculated using the Gensys rail vehicle motion simulation program and a well known model of the Eurofima coach. The results illustrate: 1) the dynamic disturbance caused by the discontinuity of first derivatives of track curvature and twist with the conventional ‘linear’ spiral; 2) the better dynamic performance of other simple forms of spiral including the virtually perfect performance of two of those forms; and 3) the amounts by which lengths of alternative spirals exceed that of the conventional ‘linear’ spiral for the example transition..
Design of Flangeway Gap for Restraining Rail
Authors: Hasan Nazmul
Published: July 2013

The aim of the paper is to classify restraining rail, discuss the advantages and disadvantages of each type of restraining rail, derive the formula to determine the flangeway gap, and finally, to suggest a type of restraining rail for use. Three types of restraining rail are classified as:

1. Active restraining rail: Defined as the restraining rail that reduces the angle of attack (AOA) by more than 50%.

2. Semi-active restraining rail: Defined as the restraining rail that reduces the AOA by 50% or less, preferably between 40% ∼ 50%.

3. Passive restraining rail: Defined as the restraining rail that does not reduce the AOA. In other words, it plays a passive role in steering the wheel.

A design procedure is established to estimate the flangeway gap. The advantages and disadvantages of each type of restraining rail are discussed from design, maintenance, and functional points of view. The issue of optimization of the rail/wheel profile is also discussed in context with the presence of restraining rail.

One component of the flangeway gap is the space required for the angularity of the wheel. 2D CAD drawings are not efficient for this purpose, as the drawings cannot consider the AOA and the height of restraining rail on top of the rail level.

In this context, Nytram plot is a solution; however, the plot needs a number of sectional drawings at gauge point level, rail level, and the top-of-restraining-rail level from the 3D drawing. A mathematical model that counts both the AOA and the height of restraining rail from the top of the rail level is developed here to capture the essence of the Nytram plot, and thereby to assess the space required for the angularity of the wheel. Finally, a semi-active restraining rail, with a formula for flangeway gap, is suggested for use. Being less elaborate and less time consuming, the formula is easier and quicker than the Nytram plot to estimate flangeway gap. Moreover, one can quickly assess the effect of wheel size, the height of the restraining rail from the top of rail, and the radius of the curve on the flangeway gap.
A Subway Train Timetable Optimization Approach Based on Energy-Efficient Operation Strategy
Authors: Su Shuai , Li Xiang , Tang Tao
Published: July 2013

With the rising energy prices and environment concerns, energy-efficient operation is paid more and more attention in the subway systems, which is one of the effective ways to reduce the operation cost and then improve the operation efficiency. There are many researches for energy-efficient operation on designing a reasonable timetable or optimizing the speed profile, but all of them are studied separately. To achieve a better performance on energy saving, we present an integrated algorithm for optimizing the timetable for the entire route together with the speed profiles between successive stations, which is named as integrated timetable. First, we give an analytical algorithm to get the optimal switching points for each section by using the Pontryagin maximum principle. For dealing with the variable speed limits, we calculate the reserve time, i.e., the difference between the pre-determined trip time and the minimum trip time, and then design an algorithm to distribute it among different sections with constant speed limits. Finally, we extend the algorithm to solve the integrated timetable. We also give some numerical examples to illustrate the validity of the algorithm based on the data from the Beijing YiZhuang subway line in China. It is recorded that the energy consumption for interstation trip can be reduced by 10.3% on average, and the total energy reduction for the entire trip is 14.5% by using the integrated timetable. Besides, it takes about 0.15 seconds to generate the integrated timetable, which means that the algorithm is quick enough to be used in the automatic train operation (ATO) system for real-time control.
Research on Safety Management System for China Railway
Authors: Tang Tao , Liu Chao , Niu Ru
Published: July 2013

Along with technical progress and fast paced development in China railway, new requirements of inspecting and managing railway safety in a high-level and systematic way is challenging our traditional safety viewpoints. This paper presents an investigation of current safety management mechanism and status in China railway. Referring to the concept of safety management system (SMS), this paper proposes an applicable framework for conducting risk based evaluation principle and safety managing procedures to China railway construction in coalition with existing fundamental regulations. Also key issues that can impact the intrinsic qualities of performing such framework via safety assurance activities with practical safety principle are given.
A New Process for Imparting Fatigue Damage Resistance to Railway Axles
Authors: Galbraith Jay , Dedmon Steven , Eckenrode Michael , Pilch James
Published: July 2013

Since the beginning of the railway industry, one of the most serious mechanical failures of critical components has been the fatigue failure of axles. About half of these fatigue failures initiate in the axle’s main body between the wheel seats due to surface damage and about half initiate in the wheel seat and journal filet areas due to corrosion and fretting. Fatigue cracks in the axle body almost always initiate at surface damage such as scratches, dents, and gouges (e.g., due to ballast impact, improper handling, etc.) where bending stresses are greatest. Efforts to improve axle fatigue life have focused on developing new, more fatigue-resistant steel grades; increasing the body diameter to reduce operating stresses; and modifying the properties (most notably near the axle surface) of the steel through heat treatment. The new process described in this paper improves an axle’s resistance to fatigue failure by imparting a refined microstructure and beneficial compressive residual stress to just the body without additional alloy enhancements or design changes. A 35% increase in fatigue strength and 47% increase in near-surface yield strength over standard Grade F axles have been obtained while also achieving modest improvements in ductility.
Experience With a Tracing Model for a Positive Train Control System of Systems
Authors: Torrellas Peter , Paulish Daniel J.
Published: July 2013

This paper describes experience with developing and maintaining a requirements tracing model for a system of systems for Positive Train Control (PTC). Positive Train Control is a system of monitoring and controlling train movements to provide increased safety. A PTC system consists of four segments: locomotive, office, wayside, and communication. We have found that it is useful to describe the segments of a PTC system as a system of systems. A requirements tracing model has been developed to manage the requirements of a PTC system of systems. The tracing model provides traces from requirements, design, features, and test artifacts across the development lifecycle. Tracing models are required for safety-critical systems, and they are very useful for performing various types of impact analyses on a PTC development project. The characteristics of the tracing model are described and lessons learned with implementing the model are discussed.
Real-World Benefits of the Diesel Warming System for Short Line Locomotives
Authors: Roy B. , Windover P. , Panzica L. , O’Neal K. , Tario J. , English J.
Published: July 2013

Locomotive idle reduction technology has the potential to significantly reduce fuel consumption and related emissions, but its use is limited in short line railroads. These operations typically minimize capital investments and accept higher maintenance and operational costs that correspond with their specific work load at that time. Therefore, most use older locomotives that are less efficient and more polluting. This business model does not enable them to invest in new technology, especially if there is some risk because it has not been widely used for their particular application. New York State has an extensive network of 29 short line railroad operations that collectively own and operate approximately 42% of the overall railroad infrastructure. To justify the purchase of idle reduction technology, the short line operators need documented benefits with proof of short payback, reliability, and ease of operation. Therefore, New West Technologies and Power Drives Incorporated with funding from the New York State Energy Research and Development Authority and support from the New York State Department of Transportation are demonstrating the Powerhouse™ Diesel Warming Systems (DWS) on seven short line railroads operating in New York State.

The two Powerhouse™ DWS models demonstrated in this project are the 120V electric plug-in version (DWS-120) and the auxiliary power unit (DWS-APU). Allowing the locomotive to be shutdown in cold weather, both models heat the engine coolant with a diesel fired burner. The DWS-120 circulates the heated fluid with an electric water pump powered from a standard external 120VAC source. The APU model runs the pump with a small EPA-certified onboard diesel genset which provides added flexibility to where and when it can be used. Eleven locomotives were outfitted with this technology to evaluate the real-world operational experience, along with the benefits and cost savings that can be achieved from their use. This paper documents the energy, emission, and economic benefits realized by the multiple short line railroad partners that installed and utilized the Powerhouse™ DWS over the 2011–2012 cold season. The system provides an average fuel savings of 3.5 to 6.0 gallons per hour and emission reductions of up to 99% for NOX, 97% for PM, and 91% for CO2. In addition, feedback on the system’s performance and the technology’s noise reduction potential are presented. Overall, the anticipated outcome of this project is to validate the reduced fuel use, lower emissions, and lower costs, which will assist the business economics of an inherently efficient mode of transportation.
Research of Traffic Share in Different Models of Transport Based on the Agent Theory
Authors: Feng Yunqing , Li Xuemei , Ma Ning
Published: July 2013

Passenger share research of different transport models will help the transport sector to develop a more rational operating strategy and provide an important basis for the future transport planning and construction. The development of the Agent theory provides a new direction for the simulation of the passenger share. In this paper, we use the Agent theory combining with the Genetic Algorithms to simulate the passenger share of the four travel modes (the High-speed rail, the common rail, the highways and the civil aviation) in the ShangHai-NanJing transport line. First, we consider each passenger as an Agent according to the Agent theory, and then design the passenger’s travel choice and transform mechanism according to the passenger’s travel choice behavior. Second, this paper has used the genetic algorithm to design the passengers’ interaction mechanism under the interaction in the passengers’ travel choice, including the elimination, crossover and mutation mechanism. Third, we choose the five factors, such as Security, Convenience, Comfort, Ticket Price and Train speed to be the indexes to evaluate the passenger’s satisfaction and conducted a questionnaire survey in the ShangHai-NanJing transport Line. Based on this, this paper uses the entropy theory to get the weight of different types of travelers to different factors and establishes evaluation criteria for the passenger’s satisfaction. At last we use the dates that surveyed in the ShangHai-NanJing transport line to simulate the passenger share of the four transport models (the High-speed rail, the common rail, the highways and the civil aviation) and the characteristic of each type of passenger flow structure. Based on the result of the passenger share simulation, we have also analyzed the sensitivity of the five factors (Security, Convenience, Comfort, Ticket Price and Speed) that affect the passenger’s travel choice and researched how these travel factors affect the passengers’ travel choice and the passenger share of different travel modes.
Radio Spectrum for PTC Applications
Authors: Chertock Guy , Heil Christopher P.
Published: July 2013

The wireless communications link is both a major and critical component of recently introduced PTC systems such as ACSES and I-ETMS. With PTC systems rapidly moving from optional to required, each agency planning on deploying a PTC system needs to properly secure wireless spectrum for its PTC operation. The RF spectrum in the U.S. is a scarce resource, availability and demand of which were not addressed by the U.S. Congress’ RSIA-2008; therefore, each railroad has to obtain sufficient spectrum for its PTC system as an individual party. There are certain key questions that must be answered during the spectrum acquisition process: What licenses are available and who are the potential sellers? Are there any interference or other ownership issues? How much does the desired spectrum cost? These and other questions must be considered as part of the Positive Train Control system’s design and deployment. This paper identifies spectrum parameters and options that must be considered as part of the successful deployment of wireless train control applications.
Establish a Time-Dependent Mass Rapid Transit Timetable: A Case Study for the Kaohsiung Mass Rapid Transit System
Authors: Hu Shou-Ren , Liu Chao-Tang
Published: July 2013

The operation of a mass rapid transit (MRT) should consider the balance between total system costs and service level. For a MRT system, the main service is to provide passengers with the cost-affordable mobility, under the regulation of MRT service indicators; the government sets the minimum standards to ensure a certain level of MTR services. Thereby, how to establish an optimal operating timetable is one of the important operational issues for a MRT system.

In the past research concerning MRT operations, most researches focused on the issues of train delay, energy saving, route design or overall system operating regards, and placed less focus on the optimal timetable problem. In the Kaohsiung Mass Rapid Transit (KMRT) system, the total ridership has not reached a predicted level, but the service provided in terms of the Train Service Plan (TSP) is more than needed. Therefore, a time-dependent time table for the KMRT system is crucial to minimize total system cost while maintaining the certain level of train service.

In this research, we aim to develop a time-dependent timetable model which is able to dynamically adjust train schedule depending on the passenger spatio-temporal distribution demands during daily operation. The developed model will be solved by minimizing both the operating cost and passenger waiting cost. Finally, numerical case study and sensitivity analysis will be conducted to demonstrate the feasibility and effectiveness of the developed models and solution algorithms.
Observed Equipment Damage and Analytically Estimated Car Decelerations in Selected Passenger Train Accidents
Authors: Jacobsen Karina , Tyrell David , Llana Patricia
Published: July 2013

The Federal Railroad Administration has conducted a number of detailed investigations of passenger train accidents which result in fatal injuries and/or multiple serious injuries. The objective of these investigations is to reconstruct the sequence of events and to determine the causal mechanisms for injuries and fatalities.

This paper presents a reconstruction of the sequence of events and the train collision dynamics results for three accidents:

- the passenger train to freight train collision with a closing speed of 80 mph in Chatsworth, California on September 12, 2008;

- the passenger train to freight train collision with a closing speed of 33 mph in Chicago, Illinois on November 30, 2007;

- the passenger train to freight car collision with a closing speed of 23 mph in Canton, Massachusetts on March 25, 2008.

The reconstructions are developed from information gathered during field investigations of occupant injury (via interview and reports), damage to the interior fixtures, structural damage to the equipment, and wayside damage. Engineering analyses are then conducted to integrate the data gathered during the field investigation, including train collision dynamics modeling which estimates the gross motions of each of the rail cars during the collision.

To assure that the model reasonably captures the collision dynamics, model results are first compared with the post-accident equipment damage information gathered in the investigations. The model is then used to estimate the severity of the decelerations experienced by the occupants. The Secondary Impact Velocity (SIV) provides an indication of severity of the interior environment experienced by the passengers and crew during the accident. In a companion paper, the SIVs are correlated with the observed level of damage to the interior seats and fixtures.

The selected accidents represent a range of collision conditions, with closing speeds from 23 to 80 mph, single- and multi-level passenger cars, and colliding freight equipment from a long train to a single car. The selected accidents are similar in that in all cases the passenger trains are locomotive-led. The differences in collision speed and mass of the colliding equipment resulted in substantial differences in the observed damage to the equipment as well as differences in the estimated SIVs. These differences are discussed in the paper.
Measuring the Impact of Additional Rail Traffic Using Highway and Railroad Metrics
Authors: Sogin Samuel L. , Barkan Christopher P. L. , Lai Yung-Cheng , Saat Mohd Rapik
Published: July 2013

Long term demand for freight movements in North America is expected to increase dramatically in the coming decades. The railroads are poised to take on this additional traffic assuming the capacity is available. Measuring the capacity of these rail lines is complicated by the interrelationships between asset utilization, reliability, and throughput. There is not a single metric that captures these intricacies. Capacity can be determined by delay-volume relationships, utility models, or economic study. For many case studies, railroads use parametric and simulation modeling to determine the train delay per 100 train miles. This metric does not tell the full story; especially when comparing different train types. The highway industry uses a different portfolio of metrics that can be adopted by railroad capacity planners. These metrics can be more sensitive to the worse performing trains. Additionally, these metrics can control for increased delay simply due to additional traffic. These concepts are illustrated by simulating the impact of additional 110 mph passenger service to a single track freight line.
Transloads: Freight Movement Efficiencies in the Next Decade
Authors: Thomson David M.
Published: July 2013

This paper will present the criteria for the marketing, design and operational success of a transload facility. As the nation’s highway infrastructure continues to struggle with needed maintenance, the cost of fuel continues at historical highs coupled with a desire to reduce the overall carbon emissions of moving freight, alternative methods of moving product are required by shippers. Rail provides alternatives to accomplish the movement of intercity freight while addressing many of these concerns.

Transload facilities, taking product from trucks to railcars or vice versa, provide a mechanism for non-railroad served industries to utilize rail transportation. The design of the facility, its level or frequency of service from the railroad, its internal layout, operational and inventory systems, and material handling systems for the product being handled are all important considerations that must be understood and optimized for these facilities to be successful.

Profitable operation and growth of a transload facility is a challenge met by combining knowledge about trucking, warehousing and railroading. After managing a large transload network while with a Class One railroad, owning and operating transloads, designing them for a variety of commodities, and interviewing Operators across the country over the past 15 years, I have found a few critical success criteria to be consistent across all transloads.
High Speed Rail and Commuting Patterns in Yangtze River Delta: An Initial Observation
Authors: Tse Cindy , Wang Jessie , Zhao Jinhua
Published: July 2013

This paper focuses the current and potential impact of Huning High Speed Railway (H-N HSR) on commuting patterns in the Yangtze River Delta region. We will examine 1) to what extent commuting via HSR is occurring, since the HSR system is very new and is a substantial and long-term decision for people to move for a job or home across cities; 2) the future potential of commuting via the HSR perceived by current HSR passengers to relocate for a job or relocate their home and their preferences in terms of target cities of jobs and housing relocations; and 3) the areas in the HSR system required for improvement in order to enable a smooth commuting experience across cities, including affordability of the HSR tickets, the comparison between the maximum tolerable travel time with the actual door-to-door travel time, and various aspects of integration between HSR and intra-urban transportation systems.
Modal Analysis on a High Speed Train Based on Forced Excitation From Track
Authors: Erviti Calvo Lara Ma , Agirre Castellanos Gorka , Portillo Igor Alonso , Garcia Prada Mayi
Published: July 2013

The more demanding safety and comfort requirements combined with the increasing maximum speed of trains have lead to a growing concern in aspects such as the determination of the modal parameters of railway vehicles. Until now, the modal parameters of a vehicle have been obtained by EMA (Experimental Modal Analysis) based on the application of an impact force on the vehicle frame. However this kind of test is not optimal for railway vehicles because, due to their large dimensions, an impact force is unable to excite all the points of the structure. Also, with this method only the structural modes can be analyzed. Because of these drawbacks, a new modal analysis methodology is proposed, in which the excitation force comes from a specially designed shaker mounted under a point of a test track. In this manner, real excitation conditions can be simulated and it allows to determine not only the structural modes, but also the vibration modes associated with the suspensions.

In first place, a description of the test facilities is presented. Afterwards, we present a test carried out in one of the coaches of a high speed train. The instrumentation employed, test methodology and test results are described. Finally, the test results are compared with the results obtained from a modal test in which impact excitation was used. Also the vibration modes obtained in the test are compared with the theoretical ones, which have been calculated with a combination of a FEM (Finite Element Method) and a MBS (Multi-Body Simulation).
Strategic, Tactical and Real-Time Planning of Locomotives at Norfolk Southern Using Approximate Dynamic Programming
Authors: Powell Warren B. , Bouzaiene-Ayari Belgacem , Cheng Clark , Fiorillo Ricardo , Das Sourav , Lawrence Coleman
Published: July 2013

Locomotive planning has been a popular application of classical optimization models for decades, but with very few success stories. There are a host of complex rules governing how locomotives should be used. In addition, it is necessary to simultaneously manage locomotive inventories by balancing the need for holding power against the need for power at other yards. At the same time, we have to plan the need to return foreign power, and move power to maintenance facilities for scheduled FRA appointments. An additional complication arises as a result of the high level of uncertainty in transit times and delays due to yard processing, and as a result we may have to plan additional inventories in order to move outbound trains on time despite inbound delays. We describe a novel modeling and algorithmic strategy known as approximate dynamic programming, which can also be described as a form of “optimizing simulator” which uses feedback learning to plan locomotive movements in a way that closely mimics how humans plan real-world operations. This strategy can be used for strategic and tactical planning, and can also be adapted to real-time operations. We describe the strategy, and summarize experiences at Norfolk Southern with a strategic planning system.
Quantification of MicroCT Image Intensity and Nanoparticle Concentration in Agarose Gel
Authors: LeBrun A. , Conn N. , Attaluri A. , Manuchehrabadi N. , Huang Z. , Ma R. , Zhu L.
Published: July 2013

In recent years, magnetic nanoparticle hyperthermia has attracted a lot of attentions in cancer treatment due to its ability to confine heat within the tumor with minimal collateral thermal damage to the surrounding healthy tissue.1–4 The success of the treatment using magnetic nanoparticles depends on careful planning of the heating duration and achieved temperature elevations. It has been demonstrated by previous research that the generated volumetric heat generation rate or Specific Absorption Rate (SAR) should be proportional to the nanoparticle concentration distribution in the tumors. The difficulty encountered by bioengineers is that the nanoparticle concentration distribution is often unknown, since the tissue is opaque. Recently, high-resolution microCT imaging technique has been used to visualize magnetic nanoparticle distribution in tumors. MicroCT has been shown to generate detailed 3-D density variations induced by nanoparticle depositions in both tissue-equivalent gels and tumor tissues.5–6 However, experimental studies are still needed to quantify the relationship between the microCT pixel index number shown in the scanned images and the actual nanoparticle concentrations.