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60
Figure 1
TE Measurement
50
TE Approximation Tractive effort and drag
Drag as a function of speed
Tractive effort or Drag (kN)
40
30
20
10
0
0 5 10 15 20 25 30 35 40 45 50
Speed (m/s)
The data points in Figure 1 show an example of the tractive effort of an electric
locomotive. In order to use this information easily in calculations of acceleration and
deceleration, it is helpful to develop an approximation which covers the speed range of
interest, but has a simple mathematical form. One possible technique is piecewise-
© The Mathematical Association 2004 1
Tractive effort, acceleration, and braking Transport: Railways
polynomial approximation – the speed range is split into several contiguous intervals,
in each of which the tractive effort is represented by a polynomial function. For the
example shown, a good representation can be obtained by using three speed segments,
and a linear approximation for tractive effort on each:
P(v) = 50000 [0 ≤ v < 4.2]
= 56100 − 1440v [4.2 ≤ v < 24.9]
= 33300 − 525v [24.9 ≤ v < 45],
where P is the tractive effort in newtons, and v is the speed in metres per second. This
is shown as a solid line in the Figure.
Drag
Inevitably, a moving train exerts a drag on the locomotive propelling it. This force,
which opposes the motion, comes from a variety of sources, the most important being
friction in the axle bearings, air resistance, and resistance from the rail as the wheels
roll along it. Railway operators estimate drag from experiments which measure the
force needed to keep a train moving at a constant speed. Polynomials can again be
used to approximate the variation of drag with speed, and it is generally agreed in the
railway industry that a quadratic function often suffices over the full range, although
Algebra and the coefficients used will vary from railway to railway and with train type. As an
functions example, the drag might be given approximately by:
Quadratic functions
and their graphs Q(v) = 2000 + 20v + 3.5v 2 ,
where Q is the drag in newtons, and v is the speed in metres per second. This is
shown as the dashed line in Figure 1.
Brake force
The brake force available depends on two factors:
1. the adhesion between the rail and the wheels being braked, and
2. the normal reaction of the rail on the wheels being braked (and hence on the
weight per braked wheel)
Generally, it is specified as a fraction (β, say) of the total weight of the train:
B = mgβ
A typical value for β is 0.09
Train dynamics
The dynamics of a train moving with speed v along a track inclined at an angle α to
the horizontal are determined by the forces shown in Figure 2.
f
N
v
Figure 2 P(v)
Here,
γ i = (P(vi ) − Q(vi ) ) mg
Then:
γ i < γ < γ i −1 ⇒ use segment [vi−1 , vi ] for calculation
50
45 Figure 3
Maximum speed as a
Maximum speed (m/s)
40 function of track
gradient
35
30
25
20
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0
Gradient (%)
Figure 3 shows the results of calculations for a train of total weight 865 tons. Here,
gradient is given in percent – the amount in metres the track rises for every hundred
metres traversed. An alternative convention is to specify it reciprocally – the distance
in metres along the track for a rise of one metre (e.g. 1 in 50 is equivalent to 2%).
Braking distance
To calculate how long it will take for a train to come to rest when the locomotive
power is cut off and the brakes are applied, and how far it will travel in this time, set
P (v) = 0 . Since acceleration, f, is rate of change of velocity, a differential equation:
dv
m = − B − Q(v) − mgγ
dt
describes the motion, and, once the initial speed is given, defines v as a function of
time t.
Since the braking force B is essentially a constant (= mgβ ), independent of speed, the
Integration differential equation can be integrated by separation of variables, leading to:
Analytic solution of first
order differential equation 0 T
mdv
with separable variables
∫V mg ( β + γ ) + Q(v) = −∫0 dt .
Remembering that the drag Q(v) is approximated by a quadratic function of speed:
Q(v) = q 0 + q1v + q 2 v 2 ,
it becomes clear that the braking time T required from speed v is obtained as the
integral:
v
du
T (v ) = ∫ 2
0 au + bu + c
where:
a = q 2 / m ; b = q1 / m ; c = q 0 / m + g ( β + γ ) .
Appendix 1 shows how this integral can be expressed in terms of standard functions.
From this result, a further integration is needed to recover the distance travelled as a
function of time. A simpler alternative is to calculate the braking distance directly by
writing:
Differentiation dv dv ds dv
Chain rule f = = =v
dt ds dt ds
in the original equation, to give:
dv
mv = − B − Q(v) − mgγ
ds
which is a relation between distance s and speed v.
This differential equation can also be integrated by separation of variables, leading to:
Integration
Analytic solution of first 0 S
mvdv
order differential equation
with separable variables ∫V mg ( β + γ ) + Q(v) = −∫0 ds .
and hence the braking distance S required from speed v is obtained as the integral:
v
udu
S (v ) = ∫ 2
0 au + bu + c
where again
a = q 2 / m ; b = q1 / m ; c = q 0 / m + g ( β + γ ) .
Appendix 2 shows how this integral can be expressed in terms of standard functions.
Since braking time and distance depend both on initial speed and the gradient of the
track, there are various summary presentations that provide useful information.
1600
Initial Speed
(m/s)
1400
45
Figure 4
1200
40 Stopping distance as a
Stopping distance (m)
30
600
25
400
200
0
-2.0 -1.5 -1.0 -0.5 0.0 0.5 1.0 1.5 2.0
Gradient (%)
where vs and v f are, respectively, starting and finishing speeds for the segment, and
the parameters:
a = − q 2 / m ; b = ( p1 − q1 ) / m ; c = ( p 0 − q 0 ) / m − gγ .
all remain constant throughout the segment. The two integrals are again of the type
considered in Appendices 1 and 2, and so can be expressed in terms of standard
functions. The total time or distance needed to accelerate to a given speed is found by
summing over the segments.
Dealing with changes in track gradient
Generally, the gradient γ is a piecewise-constant function of distance along the track
– an example is shown in Figure 5, which refers to part of the UK West-Coast main
line [2].
100
80
Figure 5
Height above reference point (m)
20 812
338
508
0 1098
393
-20
0 5 10 15 20 25 30 35
Distance from reference point (km)
To deal with this, the analysis for both braking and acceleration calculations can be
further segmented, with transitions between segments corresponding to instants when
the train reaches a position on the track at which the gradient changes. As an example,
Figure 6 shows a graph of speed against time for acceleration from rest over the given
track profile, calculated using the tractive effort of Figure 1.
50
45
Figure 6
40
Speed against time for
given length of track. 35
30
Speed (m/s)
25
20
15
10
0
0 100 200 300 400 500 600 700 800
Time (s)
Sources
1. Data provided by Vince Barker, Modelling Consultant, formerly at Alstom
Transport
2. BR main-line gradient profiles, ISBN 0-7110-0875-2
Acknowledgement
Thanks to Richard Stanley and colleagues at Alstom Transport for their comments that
helped correct a draft version of the article.
Appendices: Evaluation of integrals
1 Integration of reciprocal quadratic polynomial
xS
dx
I (a, b, c, xS , xF ) = ∫ ax
xF
2
+ bx + c
[ x F > xS ]
b > 0: x1 =
(− b − ∆ ); x2 =
2c
2a (− b − ∆ )
b < 0: x1 =
2c
; x2 =
(− b + ∆ ) ,
(− b + ∆ ) 2a
to minimise loss of accuracy through numerical cancellation.
Step 2: Check that the range of integration does not include a singularity.
In case (ii): x F < x1 or x1 < x S
In case (iii): x F < x1 or x2 < xS or x1 < x S < x F < x 2
Tractive force
The tractive force is the pulling force exerted by a vehicle, or machine or
body.
Tractive effort is a synonym of tractive force, used in railway engineering
terminology when describing the pulling power of a locomotive.
The tractive force value can be either a theoretically or experimentally
obtained value, and will usually be quoted under normal operating conditions.
The actual value for a particular locomotive varies depending on speed and
track conditions, and is influenced by a number of other factors.
Stall torque is the torque which is produced by a device when the output
rotational speed is zero, it may also mean the torque load that causes the output
rotational speed of a device to become zero - i.e. to cause stalling
Devices such as electric motors, steam engines and hydrodynamic
transmissions produce torque under these conditions.
Electric motors continue to provide torque when stalled. However, electric
motors left in a stalled condition are prone to overheating and possible damage
since the current flowing is maximum under these conditions.
The maximum torque an electric motor can produce in the long term when
stalled without causing damage is called the maximum continuous stall
torque.
Torque converter
Function
Torque converter elements
A fluid coupling is a two element drive that is incapable of multiplying torque,
while a torque converter has at least one extra element—the stator—which
alters the drive's characteristics during periods of high slippage, producing an
increase in output torque.
In a torque converter there are at least three rotating elements: the pump, which
is mechanically driven by the prime mover; the turbine, which drives the load;
and the stator, which is interposed between the pump and turbine so that it can
alter oil flow returning from the turbine to the pump. The classic torque
converter design dictates that the stator be prevented from rotating under any
condition, hence the term stator. In practice, however, the stator is mounted on
© The Mathematical Association 2004 11
Tractive effort, acceleration, and braking Transport: Railways
by the prime mover. This action causes a substantial increase in the mass of
fluid being directed to the turbine, producing an increase in output torque.
Since the returning fluid is initially traveling in a direction opposite to pump
rotation, the stator will likewise attempt to counter-rotate as it forces the fluid
to change direction, an effect that is prevented by the one-way stator clutch.
Unlike the radially straight blades used in a plain fluid coupling, a torque
converter's turbine and stator use angled and curved blades. The blade shape of
the stator is what alters the path of the fluid, forcing it to coincide with the
pump rotation. The matching curve of the turbine blades helps to correctly
direct the returning fluid to the stator so the latter can do its job. The shape of
the blades is important as minor variations can result in significant changes to
the converter's performance.
During the stall and acceleration phases, in which torque multiplication occurs,
the stator remains stationary due to the action of its one-way clutch. However,
as the torque converter approaches the coupling phase, the energy and volume
of the fluid returning from the turbine will gradually decrease, causing pressure
on the stator to likewise decrease. Once in the coupling phase, the returning
fluid will reverse direction and now rotate in the direction of the pump and
turbine, an effect which will attempt to forward-rotate the stator. At this point,
the stator clutch will release and the pump, turbine and stator will all (more or
less) turn as a unit.
Unavoidably, some of the fluid's kinetic energy will be lost due to friction and
turbulence, causing the converter to generate waste heat (dissipated in many
applications by water cooling). This effect, often referred to as pumping loss,
will be most pronounced at or near stall conditions. In modern designs, the
blade geometry minimizes oil velocity at low pump speeds, which allows the
turbine to be stalled for long periods with little danger of overheating.
Efficiency and torque multiplication
A torque converter cannot achieve 100 percent coupling efficiency. The classic
three element torque converter has an efficiency curve that resembles an
inverted "U": zero efficiency at stall, generally increasing efficiency during the
acceleration phase and low efficiency in the coupling phase. The loss of
efficiency as the converter enters the coupling phase is a result of the
turbulence and fluid flow interference generated by the stator, and as
previously mentioned, is commonly overcome by mounting the stator on a one-
way clutch.
Even with the benefit of the one-way stator clutch, a converter cannot achieve
the same level of efficiency in the coupling phase as an equivalently sized fluid
coupling. Some loss is due to the presence of the stator (even though rotating
as part of the assembly), as it always generates some power-absorbing
turbulence. Most of the loss, however, is caused by the curved and angled
turbine blades, which do not absorb kinetic energy from the fluid mass as well
as radially straight blades. Since the turbine blade geometry is a crucial factor
in the converter's ability to multiply torque, trade-offs between torque
multiplication and coupling efficiency are inevitable. In automotive
applications, where steady improvements in fuel economy have been mandated
by market forces and government edict, the nearly universal use of a lock-up
clutch has helped to eliminate the converter from the efficiency equation
during cruising operation.
© The Mathematical Association 2004 13
Tractive effort, acceleration, and braking Transport: Railways
1. Perfectly elastic behavior if the contact pressure does not exceed the elastic
limit, i.e. for a line contact pmax/τc= 0.31 or expressed in the load intensity
τc/pmax=1/0.31.