ABSTRACT
I. Introduction ...................................................................................................................... 239
A. An Overview of Longitudinal Train Dynamics ...................................................... 240
II. Modelling Longitudinal Train Dynamics ........................................................................ 241
A. Train Models ............................................................................................................ 241
B. Wagon Connection Models ..................................................................................... 243
1. Conventional Autocouplers and Draft Gear Packages...................................... 244
2. Slackless Packages............................................................................................. 254
3. Drawbars ............................................................................................................ 254
C. Locomotive Traction and Dynamic Braking........................................................... 255
D. Pneumatic Brake Models ......................................................................................... 259
E. Gravitational Components ....................................................................................... 260
F. Propulsion Resistance .............................................................................................. 261
G. Curving Resistance .................................................................................................. 263
H. Train Dynamics Model Development and Simulation............................................ 263
III. Interaction of Longitudinal Train and Lateral/Vertical Wagon Dynamics .................... 264
A. Wheel Unloading on Curves due to Lateral Components of
Coupler Forces ......................................................................................................... 264
B. Wagon Body Pitch due to Coupler Impact Forces ................................................. 264
C. Bogie Pitch due to Coupler Impact Forces ............................................................. 265
IV. Longitudinal Train Crashworthiness ............................................................................... 266
A. Vertical Collision Posts ........................................................................................... 266
B. End Car Crumple Zones .......................................................................................... 267
V. Longitudinal Comfort ...................................................................................................... 267
VI. Train Management and Driving Practices....................................................................... 269
A. Train Management and Driving Practices............................................................... 269
1. Negotiating Crests, Dips, and Undulations ....................................................... 270
2. Pneumatic Braking............................................................................................. 270
3. Application of Traction and Dynamic Braking ................................................ 271
4. Energy Considerations ....................................................................................... 272
5. Distributed Power Configurations ..................................................................... 273
VII. Conclusions ...................................................................................................................... 275
Acknowledgments ........................................................................................................................ 276
Nomenclature................................................................................................................................ 276
References..................................................................................................................................... 277
Longitudinal train dynamics is discussed from the background of the Australian Railway industry.
The technology and systems used draw from both British and North American systems. Structure
and rollingstock gauges are clearly influenced by the British railway practice, as are braking
systems. Wagon couplings on freight trains are predominately autocouplers with friction wedge
type draft gear packages showing the North American influence. Privately owned railways on iron
ore mines in the Australia’s North West show even more North American influence with American
style braking and larger structure and rollingstock gauges. Australia is also characterised by three
track gauges, a legacy of colonial and state governments before federation. The presence of narrow
gauges of 1067 mm results in a large fleet of rollingstock with a design differing from standard
gauge rollingstock in North America, Britain, and the southern states of Australia.
