bluuebunny/crossref_metadata_2025_split huggingface dataset:
Powertrain Waste Heat Recovery: A Systems Approach to Maximize Drivetrain Efficiency
Authors: Laboe Kevin , Canova Marcello 
Published: July 2013

Up to 65% of the energy produced in an internal combustion engine is dissipated to the engine cooling circuit and exhaust gases [1]. Therefore, recovering a portion of this heat energy is a highly effective solution to improve engine and drivetrain efficiency and to reduce CO2 emissions, with existing vehicle and powertrain technologies [2,3].
This paper details a practical approach to the utilization of powertrain waste heat for light vehicle engines to reduce fuel consumption. The “Systems Approach” as described in this paper recovers useful energy from what would otherwise be heat energy wasted into the environment, and effectively distributes this energy to the transmission and engine oils thus reducing the oil viscosities. The focus is on how to effectively distribute the available powertrain heat energy to optimize drivetrain efficiency for light duty vehicles, minimizing fuel consumption during various drive cycles. To accomplish this, it is necessary to identify the available powertrain heat energy during any drive cycle and cold start conditions, and to distribute this energy in such a way to maximize the overall efficiency of the drivetrain.
Retracted: “Development of an Electronic Fuel Injection System for a 4-Stroke Locomotive Diesel Engine” [ASME 2012 Internal Combustion Engine Division Spring Technical Conference, Torino, Piemonte, Italy, May 6–9, 2012, Conference Sponsors: Internal Combustion Engine Division, ISBN: 978-0-7918-4466-3, Copyright © 2012 by ASME. Paper No. ICES2012-81163, pp. 93-99; 7 pages; doi: 10.1115/ICES2012-81163]
Authors: ASME  
Published: July 2013

Abstract
Reason: This paper was removed as a dual publication. Please see https://asmedigitalcollection.asme.org/ICEF/proceedings/ICEF2012/55096/83/238117. October 2, 2020.
Copyright © 2020 by ASME
Performance and Exhaust Emission Characteristics of a Spark Ignition Engine Operated With Gasoline and CNG Blend
Authors: Dashti Mehrnoosh , Hamidi Ali Asghar , Mozafari Ali Asghar 
Published: July 2013

Using CNG as an additive for gasoline is a proper choice due to higher octane number of CNG enriched gasoline with respect to that of gasoline. As a result, it is possible to use gasoline with lower octane number in the engine. This would also mean the increase of compression ratio in SI engines resulting in higher performance and lower gasoline consumption.
Over the years, the use of simulation codes to model the thermodynamic cycle of an internal combustion engine have developed tools for more efficient engine designs and fuel combustion.
In this study, a thermodynamic cycle simulation of a conventional four-stroke spark-ignition engine has been developed. The model is used to study the engine performance parameters and emission characteristics of CNG/gasoline blend fuelled engine. A spark ignition engine cycle simulation based on the first law of thermodynamic has been developed by stepwise calculations for compression process, ignition delay time, combustion and expansion processes. The building blocks of the model are mass and energy conservation equations. Newton-Raphson method has been used to solve the equations numerically and there was no need to solve them analytically. In the quasi-dimensional combustion model, the cylinder is divided into two zones separated by a thin flame front. The flame front propagates spherically throughout the combustion chamber to the point that it contacts the cylinder wall and head. The model effectively describes the thermodynamic processes and chemical state of the working fluid via a closed system containing compression, combustion, and expansion processes.
The model predicts the trends and tradeoffs the performance characteristics at various engine speeds. The variation of indicated power, ISFC and emissions are predicted by the model. Experimental data are also presented to indicate the validity of the model. The predicted results based on the model have shown reasonable agreement with the corresponding experimental data.
Diesel Particulate Filter Retrofit Screening Tests on a 1500 kW Gen Set Locomotive
Authors: Hedrick John , Fritz Steve , Jaczola Michael , Holmes Harold 
Published: July 2013

One of the California Air Resources Board’s highest priorities is to reduce NOx and PM emissions from diesel engines. To support this goal, this project evaluated two different brands of experimental diesel particulate filters (DPF’s) on a 1,500 kW GenSet Switcher locomotives to determine their efficiency at reducing PM for this application. The locomotive used for these tests was UPY2737, an NREC Model 3GS-21B Ultra Low Emissions Locomotive (ULEL) originally manufactured in 2007. This is one of 70 of this type of locomotive operating in California. These locomotives are powered by three EPA Tier 3 nonroad, 522 kW, diesel engine driven generator sets.
Upon receipt, the locomotive was baseline emission tested and the results were provided to two DPF system suppliers. Experimental DPF’s provided by these suppliers were then installed and tested using only one of the three engine-gen sets.
The experimental DPF provided by Supplier “A” reduced PM emissions by 92 percent from baseline switch cycle levels, or 77 percent below the US EPA Tier 4 locomotive PM emission limit. Additionally this system essentially did not change the NOX emissions and cycle weighted fuel consumption from the engine. The experimental DPF provided by Supplier “B” also showed no significant change in the switch cycle weighted fuel consumption and NOX emission and reduced the PM emissions by 88 percent, which is 63 percent below the Tier 4 locomotive PM emissions limit.
Based on these successful screening test results, projects are underway to equip all three engines with production intent retrofit DPF systems on two revenue service locomotives, one for each of the two DPF suppliers.
Further Research Into Wheel Rim Axial Residual Stress and Vertical Split Rim Failures
Authors: Lonsdale Cameron , Oliver John 
Published: July 2013

Recent work using x-ray diffraction techniques has shown that the axial residual stress pattern within the railroad wheel rim is significantly different for as-manufactured AAR Class C wheels vs. AAR Class C wheels that have failed due to a vertical split rim (VSR), and non-failed AAR Class C wheels that have been operating in service. VSRs almost always begin at areas of tread damage, resulting from shelling or spalling, and cracking propagates into the rim section under load. At the locations tested, the as-manufactured wheels have a relatively “flat” axial residual stress profile, compressive but near neutral, caused by the rim quenching operation, while wheels that have been in service have a layer of high axial compressive stress at the tread surface, and a balancing zone of axial tensile stress underneath. The magnitude and direction of this tensile stress is consistent with the crack propagation of a VSR failure. When cracks from the tread surface propagate into this sub-surface axial tensile zone, a VSR can occur under sufficient additional service loading, such as loads caused by in-service wheel/rail impacts from tread damage. Further, softer Class U wheels, removed from service and tested, were found to have a balancing axial tensile stress layer that is deeper below the tread surface than that found in used Class C wheels.
This paper describes further efforts to characterize the axial residual stress present in failed VSR and used Class C wheels. Axial residual stress results are obtained near the initiation point of several VSR wheels using x-ray diffraction. Sub-surface axial residual stress patterns are also determined at points of high out-of-roundness for a group of wheels that were tested for TIR (total indicated runout) on the tread surface. Residual stress data and a photo are presented for a wheel rim slice containing a second VSR crack. Additionally, wheel rim ultrasonic testing data, collected by the wheel manufacturer when the wheels were new, are discussed for wheels that have failed due to VSRs and these data are compared to ultrasonic data for non-VSR wheels. Chemistry data are also compared. These data show that the driving force for VSRs is axial residual tensile stress, not a material cleanliness issue.
SEPTA PTC Communications Systems
Authors: Monastero Michael J. , Weiss Stephen , Pretorius Francois , Burke Sheldon 
Published: July 2013

The Southeastern Pennsylvania Transportation Authority (SEPTA), the 6th largest transit system in the U.S. by passenger miles travelled, is among the nation’s commuter rail agencies in the process of implementing Positive Train Control (PTC) that must be completed by the Federal mandate deadline of December, 2015.
SEPTA will be implementing ACSES (Advanced Civil Speed Enforcement System), originally introduced on Amtrak on portions of the Northeast Corridor (NEC), as an overlay system applied upon a base of Automatic Train Control (ATC) cab signaling. Every SEPTA train travels on Amtrak territory as a “tenant” at some time during its daily run, and consequently ACSES is required for interoperable PTC operation on Amtrak. The application of ACSES on SEPTA territory will be complemented by a simultaneous upgrading of existing and new ATC on SEPTA.
Among the many decisions faced by the SEPTA PTC design team, the PTC communications systems design has proven to be challenging. The communications systems include digital radios, communications managers, ground based networks, office systems, network management and network security. Some elements have been designed from the ground up, with few commercial “off the shelf” components available to meet the design requirements. Moreover, SEPTA had limited 220 MHz spectrum available for a PTC radio network in a relatively compact geographic area of dense commuter rail traffic. The radio network and communications managers, in particular, are breaking new ground for U.S. commuter rail operations with adoption of Time Division Multiple Access (TDMA) digital packet radios operating in the 220 MHz spectrum, under the control of communications managers.
This paper will present an overview of SEPTA’s PTC communications systems, and focus upon the design process, subsequent field testing, and the rationale behind key decisions reached by the design team, that led to the selection of the technologies and network topologies that will be utilized in meeting the implementation of PTC at SEPTA.
Salt Corrosion Prevention Measure for SHINKANSEN Viaducts
Authors: Yamaguchi Masaki , Shimizu Kenji 
Published: July 2013

“SHINKANSEN” is the network of high speed railway lines in Japan.
The ITOIGAWA region of western Japan is the area where the HOKURIKU SHINKANSEN is in closest proximity to the Japan Sea coast. In this area, degradation and repair of many structures occur due to salt damage. Japan has never constructed SHINKANSEN structures requiring 100-year-durability in such a corrosive area. Therefore, severe salt corrosion prevention measures are adopted in this area, compared with normal structures. In this paper, we will first show the deterioration of structures due to salt damage. We will then introduce salt corrosion prevention measures adopted for structures in the ITOIGAWA region. As premises for not getting rusted for reinforcing bar in the concrete until after 100 years, the special concrete mix and use of cement were determined. On the other hand, salt corrosion prevention measures for the structures were adopted using three methods. These were adopted for each section taking into consideration the issue of cost. At the end, quality control during construction is stated.
National Train Bus and its Diagnostics
Authors: Lasak Petr , Zemlicka Michal , Lieskovsky Ales , Marek Stanislav , Myslivec Ivo 
Published: July 2013

Modern trains must provide a certain level of control, diagnostic and information services. To satisfy it, rail vehicles have to be equipped with devices communicating over special networks. Nowadays, commonly used networks are described in the IEC 61375 and the UIC 556 standards.
The National Train Bus (NTB) is a train network standard created in parallel with IEC 61375. The main difference is that it can operate on lower speed than it is common in rail environment, while still keeping the time-critical character of communication in mind.
Therefore, it is suitable for rail vehicles, including refurbished ones, to avoid high requirements on installed hardware and software. It was successfully tested and it is being used in many different DMUs operated by Czech and Finnish Railways.
This article describes the main communication and diagnostic principles of NTB and shows the differences between the IEC 61375 solutions and NTB.
Laser-Based Measurement of Over Dimensional Freight Rail Shipments
Authors: Schlake Bryan W. , Daniel Brian S. , Voorheis Ron 
Published: July 2013

In pursuit of improved safety, Norfolk Southern Corp. (NS) has partnered with Amberg Technologies to explore the potential benefits of a laser-based measurement system for measuring over dimensional freight rail shipments. Shipments that do not fall within a standard geometric envelope, denoted as Plate B in the Association of American Railroads (AAR) Open Top Loading Rules [1], are considered to be over dimensional, or High-Wide Loads (HWLs). Extending beyond the limits of the Plate B diagram, these loads are not permitted in unrestricted interchange service. Instead, they must be measured both at points of origin and at interchange points. For US Class I Railroads, the de facto method for measuring HWLs requires mechanical personnel to either climb on the equipment or use a ladder and physically measure the overall height and width of the load. Using a tape measure, plumb line, and 6-foot level, car inspectors, or carmen, must often make multiple measurements to determine the height or width of a critical point on the load. The summation of these measurements can be subject to mathematical human error. In addition to the inherent limitations with regards to accuracy and efficiency, this method of measurement presents considerable safety challenges.
The objective of the project was to develop a portable, cost-effective and accurate measurement system to improve the day-to-day operational process of measuring HWLs and reduce human exposure to railyard hazards. Norfolk Southern worked closely with Amberg Technologies to provide a clear overview of the current measuring methods, requirements, challenges and risks associated with HWLs. Amberg then developed a prototype system (with patent pending) and successful tests have been completed at both a point of origin for NS shipments and at a location where HWLs are received at interchange. The measuring system consists of a tripod mounted laser, a specially designed track reference target (TRT) and software designed specifically for HWL measurements. The system allows car inspectors to take measurements from a safe, strategic location away from the car. As a result, this system eliminates the need to climb on the equipment or a ladder and greatly reduces the amount of time spent on and around live tracks. In addition, initial tests indicate that this technology reduces the labor time required to measure HWLs by as much as one half while improving measurement accuracy. These tests have demonstrated that a laser-based system has the potential to greatly improve the safety, efficiency and accuracy associated with measuring HWLs.
Axle Generator for Freight Car Electric Systems
Authors: Nagode C. , Ahmadian M. , Taheri S. 
Published: July 2013

As the desire to implement more electronic devices such as measuring or tracking systems on freight cars grows, having a source of power to rely on becomes an issue. An innovative and practical solution to keep batteries charged is presented. Placed on the car axle, the system uses the rotation of the wheelset as input motion. Friction wheels roll on the outside of the car axle, transferring the power to a generator through a set of gears. Designed to be easily implemented, the system can be installed or removed conveniently and quickly.
The first laboratory tests showed that the system is capable of producing more than 100 Watts of power at a simulated 55 mph. A speed of only 20 mph is necessary to generate voltages high enough to charge a 12-Volt battery. A second series of tests proves that connecting the generator differently (in a “Y” configuration) improves the output voltages by about 70%, generating three times more power and requiring only 10mph to reach the voltage necessary for charging a common lead-acid battery.
Driver Behavior Analysis Using Vehicle Safety Systems’ Field Operational Test Data
Authors: Ngamdung Tashi , daSilva Marco 
Published: July 2013

The United States Department of Transportation’s (US DOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the US DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), is leveraging the National Highway Traffic Safety Administration (NHTSA) sponsored Integrated Vehicle Based Safety System (IVBSS) Light Vehicle (LV) Field Operational Test (FOT) to collect and analyze drivers’ activities at or on approach to highway-rail grade crossings. Grade crossings in Michigan, Indiana, and Ohio were cross-referenced with IVBSS LV FOT research vehicle location to identify the time research vehicles were present at a crossing. The IVBSS LV FOT included 108 participants that took a total of 22,656 trips. Of the 22,656 total trips, 3,137 trips included a total of 4,215 grade crossing events.
The analysis was based of drivers’ activities at the 4,215 grade crossing events. Both looking behavior and distractions did not significantly differ based on gender. However when analyzed per age-group, younger drivers (between 20 to 30 years old) were significantly more likely to be distracted than middle-aged drivers (between 40 to 50 years old) or older drivers (between 60 to 70 years old). For looking behavior, the data revealed that older drivers are more likely to look at least one way at or on approach to highway-rail crossing (43.8 percent exhibited this behavior) than either middle-aged drivers (35.0 percent exhibited this behavior) or younger drivers (25.3 percent exhibited this behavior).
Mobile WiMAX Performance, Applications, and Deployment Considerations for North America’s Freight Railroad Industry
Authors: Shrestha Pradhumna Lal , Hempel Michael , Sharif Hamid , Mehrvarzi Shahram 
Published: July 2013

With the anticipation of Positive Train Control (PTC), as well as many other advanced rail applications, a modern end-to-end communication network infrastructure has become an essential requirement for the North American railroad industry. One focus area is on wireless technologies for track-side and yard deployments. Among the available broadband technologies, Mobile WiMAX has emerged as the most favorable solution for deployment in such an environment. It provides high throughput, large coverage and the support for many diverse applications, with attractive features like seamless handover, Quality-of-Service (QoS), the recovery from packet loss through mechanisms like Hybrid-Automatic Repeat reQuest (H-ARQ) and vehicular mobility support.
In this paper, we provide an overview of our research endeavors in evaluating Mobile WiMAX. We discuss our design and implementation of Mobile WiMAX computer model based on Network Simulator 2 (NS-2), which can simulate sophisticated scenarios frequently encountered by the railcars. We describe our experience in setting up our WiMAX testbeds in Ashland, NE and Logan, IA, utilizing the infrastructure from BNSF and UP in those locations, respectively. Since our test beds serve as prototypes, similar design principles can be applied for the eventual large-scale nationwide network deployment by the railroad industry. Furthermore, we present laboratory and field test results that clearly validate our design principles and demonstrates the advantages of Mobile WiMAX deployments for railroad operations.
Improving Casting Integrity Through the Use of Simulation Software and Advanced Inspection Methods
Authors: Sowden Ike , Currier George 
Published: July 2013

Casting integrity is essential for providing components that meet design criteria for strength and fatigue performance. As the leading method of manufacturing metal components in the rail industry, maintaining quality and consistency is a continuing struggle for car owners and builders. Internal shrinkage and voids due to insufficient metal flow are issues commonly found in casting molds which are not designed or utilized properly. Using casting simulation software, potential issues can be discovered upfront and robust mold designs can be created that offer a tolerance for the variance or variations in casting conditions that are present in the real world.
Strato, Inc. has extensively studied the effectiveness of these simulations in foundries through advanced inspection techniques. It is evident that casting simulations can not only locate, but also explain shrinkage cavities and voids through material density plots and inspection of directional solidification via critical fraction solid time plots. This approach is markedly more efficient than the traditional trial and error method, where mold makers rely on experience and destructive testing to develop acceptable mold designs.
With recent advances in simulation software, the labor and time-intensive ways of the past have been supplanted by a more scientific approach to the problem. Understanding the fluid dynamics and thermodynamics of the casting process provides a means of creating a stable, repeatable final product. This higher quality final product can be delivered faster to the customer and at a far less expense by identifying problem areas prior to the tooling and sampling processes. Case-studies explored by the Strato engineering team suggest that using this software decreases the fallout rate.
The Role of Railroads in Multimodal Woody Biomass Transportation in Michigan
Authors: Lautala Pasi , Pouryousef Hamed , Handler Robert , Chartier Stephen 
Published: July 2013

Minimizing transportation costs is essential in the forest products industry, as the relatively low value and high weight of the products causes transportation to account for exceptionally high portion of the overall cost. The forest products such as logs, chips, and residues (woody biomass) are one of the major business sources in Michigan especially in Upper Peninsula of Michigan. Currently, truck transportation is used for the great majority of the trips, but it is believed that a more cost-efficient transportation chain might be achieved through use of multimodal approach by trucks and rail and in some cases water transportation.
This paper presents the three alternative transportation supply chain models for woody biomass transportation; 1) single mode, 2) multimodal and 3) intermediate storage. The paper uses data from three recent studies to describe the forest products transportation in the upper mid-west, including the typical distances for movements and the breakdown of cost elements for each alternative. It will discuss the potential benefits of increased use of rail as part of the transportation chain and address the perceived drawbacks and challenges caused by the shift. It will also present cost-gradient maps developed to highlight the capability of rail to expand the economical radius for obtaining feedstock and demonstrate how increasing fuel prices change the balance toward multimodal transportation. Finally, the paper will highlight the potential for gained efficiency in log truck operations through increased use of rail.