Based on the force-displacement characteristics of coupler-draft force, the coupler force between two rail vehicles (for example: between locomotive and passenger coach-from 0 to 1000 kN) is always greater than tractive force (0 to 250 kN). In such case, how will the locomotive overcome the coupler force to pull the train forward.
By applying Newton's law of motion, for locomotive, (as per train dynamic papers)
mass of loco *acceleration of loco = Tractive force of loco - sum of Resistive forces - Coupler Force between loco and subsequent rail vehicle.
(Coupler Force between loco and subsequent rail vehicle > Tractive force of loco) leads to negative acceleration (Deceleration) and blocks the train movement.
Is this use case correct or the method at which coupler force calculation is incorrect (which ensures the coupler force is always less than the tractive force for locomotive)? Thanks in advance for your answers.
Dear Muniandi
Reducing fuel costs and consumption are at the top of every railroad’s agenda. The drive to reduce fuel-related costs has launched an array of proposed techniques, modifications and new practices. Rail Sciences, Inc., simulated a number of potential fuel-saving options to determine if operational changes could decrease curving resistance and corresponding fuel consumption — specifically as they relate to controlling coupler force and train speed.
There is, however, an exception to this rule. During steady-state curving at balance speed, an inertial downward force is created that increases the total vertical force into the track. The centrifugal force that a train generates when traveling around a curve is similar to the downward force a racecar experiences when negotiating a banked curve. For a rail car, however, this change is less that 2% of the total vehicle static load. While the energy loss due to vertical track deflection is important and significant, it cannot be significantly changed due to coupler force and train speed. Therefore, it was not considered in the simulation analysis.
For more details, please study the published manuscript in the follow link.
Yours,
Niknamfar
http://interfacejournal.com/archives/384
Please go through the below article which contains the useful references and information related to this question:
Second-order sliding mode controller with model reference adaptation for automatic train operation, Jun 2017, Vehicle System Dynamics, 10.1080/00423114.2017.1330482.
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