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Research Papers

Railway Air Brake Model and Parallel Computing Scheme

[+] Author and Article Information
Qing Wu

Centre for Railway Engineering,
Central Queensland University,
Rockhampton QLD4701, Australia
e-mail: q.wu@cqu.edu.au

Colin Cole, Maksym Spiryagin

Centre for Railway Engineering,
Central Queensland University,
Rockhampton QLD4701, Australia

Yucang Wang

School of Engineering and Technology,
Central Queensland University,
Rockhampton QLD4701, Australia

Weihua Ma

State Key Laboratory of Traction Power,
Southwest Jiaotong University,
Chengdu 610031, China

Chongfeng Wei

Department of Systems Design Engineering,
University of Waterloo,
Waterloo, ON N2L 3G1, Canada

1Corresponding author.

Contributed by the Design Engineering Division of ASME for publication in the JOURNAL OF COMPUTATIONAL AND NONLINEAR DYNAMICS. Manuscript received February 8, 2017; final manuscript received March 28, 2017; published online May 15, 2017. Assoc. Editor: Paramsothy Jayakumar.

J. Comput. Nonlinear Dynam 12(5), 051017 (May 15, 2017) (11 pages) Paper No: CND-17-1058; doi: 10.1115/1.4036421 History: Received February 08, 2017; Revised March 28, 2017

This paper developed a detailed fluid dynamics model and a parallel computing scheme for air brake systems on long freight trains. The model consists of subsystem models for pipes, locomotive brake valves, and wagon brake valves. A new efficient hose connection boundary condition that considers pressure loss across the connection was developed. Simulations with 150 sets of wagon brake systems were conducted and validated against experimental data; the simulated results and measured results reached an agreement with the maximum difference of 15%; all important air brake system features were well simulated. Computing time was compared for simulations with and without parallel computing. The computing time for the conventional sequential computing scheme was about 6.7 times slower than real-time. Parallel computing using four computing cores decreased the computing time by 70%. Real-time simulations were achieved by parallel computing using eight computer cores.

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References

Figures

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Fig. 1

Automatic air brake

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Fig. 2

Locomotive brake system

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Fig. 3

Sliding valve and graduating valve positions: (a) release, (b) preliminary quick service, (c) brake, and (d) lapping

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Fig. 4

Wagon brake system

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Fig. 6

Hose connection boundary condition

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Fig. 7

Auxiliary reservoir and brake cylinder

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Fig. 8

Air brake test facility in CRRC Brake Science & Technology Co., Ltd. [19]

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Fig. 9

Measured and simulated results: (a) minimum brake 50 kPa reduction (measured), (b) minimum brake 50 kPa reduction (simulated), (c) full brake 170 kPa reduction (measured), (d) full brake 170 kPa reduction (simulated), (e) emergency braking (measured), and (f) emergency braking (simulated)

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Fig. 10

Simulated cylinder pressures under different step-sizes

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Fig. 11

Parallel computing scheme for air brake model

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Fig. 12

Calculation of Riemann variables

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