| 1. |
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| 2. |
- Andersson, Evert, et al.
(författare)
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Assessment of train-overturning risk due to strong cross-winds
- 2004
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Ingår i: Proceedings of the Institution of mechanical engineers. Part F, journal of rail and rapid transit. - : SAGE Publications. - 0954-4097 .- 2041-3017. ; 218:3, s. 213-223
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Tidskriftsartikel (refereegranskat)abstract
- This paper describes the methodology for safety assessment related to the risk of a train overturning in strong cross-winds. As an example, this methodology is applied on the high-speed line Botniabanan being built for a maximum speed of 250 km/h in the northeast coastal region of Sweden. The process starts with a systematic identification of locations along the line having a potential high risk of overturning due to cross-winds. This is followed by a cross-disciplinary study. The first step is to estimate the probabilities of wind velocity and wind directions. The next step is aerodynamic computation of overturning forces and moments acting on relevant types of train. Further, the critical overturning wind velocity is determined by a multi-body simulation technique. Finally, the overturning accident frequency is calculated. The calculated risk is compared with generally accepted risk levels in modern train operation.
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| 3. |
- Andersson, Evert, et al.
(författare)
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Bygg de nya stambanorna! (Debatt)
- 2023
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Ingår i: Jönköpings-Posten. - 1103-9469. ; , s. 3-3
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Tidskriftsartikel (populärvet., debatt m.m.)
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| 4. |
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| 5. |
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| 6. |
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| 7. |
- Andersson, Evert, et al.
(författare)
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Energy Consumption and Related Air Pollution for Scandinavian Electric Passenger Trains
- 2006
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Energy consumption of a number of modern Scandinavian electric passenger train operations is studied. The trains are X 2000, Regina, OTU (Øresundstoget), Type 71 “Flytoget”and Type 73 “Signatur”. Energy measurements are made in regular train operations inSweden, Denmark and Norway. For Regina and Flytoget long time series (at least oneyear) are available, while shorter time series are available for the other train types. Energydata for new trains (introduced since 1999) are collected in the years 2002-2005. Energydata from 1994 are used for X 2000 and are corrected for operational conditions of 2004.For comparison, energy data for an older loco-hauled train of 1994 is also used.In the present study energy consumption for propulsion, on-board comfort and catering, aswell as idling outside scheduled service, is determined. The energy consumption includeslosses in the railway’s electrical supply, i.e. the determined amount of energy is as suppliedfrom the public electrical grid.Emissions of air pollutants, due to production of the electric energy used, are alsodetermined, in this case CO2, NOx, HC and CO. Three alternative determinations are made:(1) Pollution from average electric energy on the common Nordic market;(2) Pollution from “Green” electric energy from renewable sources;(3) Marginal contribution for an additional train or passenger, short-term and long-term.The newly introduced EU Emissions Trading Scheme with emission allowances willmost likely limit the long-term emissions independently of the actual amount ofelectric energy used by electric trains.It is shown that the investigated modern passenger train operations of years 2002- 2005 usea quite modest amount of energy, in spite of the higher speeds compared with trains of1994. For comparable operations the energy consumption is reduced by typically 25 – 30 %per seat-km or per passenger-km if compared with the older loco-hauled trains. The reasonsfor the improved energy performance are:(1) Improved aerodynamics compared with older trains (reduced air drag);(2) Regenerative braking (i.e. energy is recovered when braking the train);(3) Lower train mass per seat;(4) Improved energy efficiency in power supply, partly due to more advancedtechnologies of the trains.Energy consumption per passenger-km is very dependent of the actual load factor (i.e. ratiobetween the number of passenger-km and the offered number of seat-km). For longdistance operations load factors are quite high, typically 55 - 60 % in Scandinavia. In thismarket segment energy consumption is determined to around 0.08 kWh per pass-km. Forfast regional services with electric trains, the load factors vary from typically 20 to about40 %, while the energy consumption varies from 0.07 kWh per pass-km (for the highestload factor) to 0.18 kWh/pass-km.However, also in the latter cases the investigated trains are very competitive to other modesof transport with regard to energy consumption and emissions of air pollutants.
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| 8. |
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| 9. |
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| 10. |
- Andersson, Evert, et al.
(författare)
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Forskning inom järnvägsgruppen KTH
- 1991
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Ingår i: VTI:s och TFB:s forskardagar. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 83-85
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)
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| 11. |
- Andersson, Evert, et al.
(författare)
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Green Train: concept and technology overview
- 2014
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Ingår i: International Journal of Rail Transportation. - : Taylor & Francis Group. - 2324-8386 .- 2324-8378. ; 2:1, s. 2-16
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Tidskriftsartikel (refereegranskat)abstract
- Green Train (in Swedish, Gröna Tåget) is a research, development and demonstrationprogramme with the overall objective to define an economical, flexible and environmentallyfriendly train concept. The objective is also to develop technology for futurehigh-speed trains for the northern European market, particularly for Scandinavia. Mostof the technology developed is also applicable to other world markets, as well as toslower trains. The programme has covered many important areas, including economy,capacity and market aspects, conceptual design, traveller attractiveness and interiors,travel time, energy efficiency and noise, winter performance, track friendliness and carbody tilt, aerodynamics, electric propulsion and current collection. The programme hasconducted fundamental analysis and research on the different issues as well as designand testing of new technologies. A number of crucial technologies have undergoneperformance and type testing both in lab and on a test train. Experience feedback wasachieved in commercial train service during the period 2006−2013 including harshwinters. This paper summarises a great deal of research and development that has beenperformed in the Green Train programme.
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| 12. |
- Andersson, Evert
(författare)
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Green Train Concept proposal for a Scandinavian high-speed train : Final report, part B
- 2012
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Gröna Tåget (English: Green Train) is a research and development programme, the aim of which is to define a concept and develop technology for future high-speed trains for the Nordic European market. The target is a train for Scandinavian interoperability (Denmark, Norway and Sweden), although the pan-European minimum standards must be applied.Gröna Tåget is a concept for long-distance and fast regional rail services. It should be suitable for specific Nordic conditions with a harsh winter climate as well as mixed passenger and freight operations on non-perfect track.Gröna Tåget delivers a collection of ideas, proposals and technical solutions for rail operators, infrastructure managers and industry. The programme aims to define a fast, attractive, environmentally friendly and economically efficient high-speed train concept based on passenger valuations and technical possibilities. Proposals do not take corporate policies into account as these may vary between companies and over time.This is one of the final reports, specifying the functional requirements for the train concept from a technical, environmental and economic perspective, with an emphasis on the areas where research and development have been carried out within the Gröna Tåget programme. It is not a complete specification of a new train, but concentrates on issues that are particularly important for successful use in the Scandinavian market. It should be regarded as a complement to the pan-European standards. Research and development within the Gröna Tåget programme, including analysis and testing activities, are summarized. References are given to reports from the different projects in the programme but also to other relevant work.Other summary reports deal with market, economy and operational aspects as well as a design for an attractive, efficient and innovative train from a traveller’s point of view.The main alternative proposed in this concept specification is a train for speeds up to 250 km/h, equipped with carbody tilt for short travel time on existing main-line track. The train is proposed to have high-power permanent magnet motors, low aerodynamic drag and modest adhesion utilization. It has low noise emissions and a track-friendly bogie design. The train should be equipped with active highperformance suspension to produce superior ride qualities on non-perfect track and minimize suspension motions. Due to the approximately 3.30 m interior width of the carbody, one more comfortable seat can be accommodated abreast, which will reduce cost and energy use per seat-km and also maximize the capacity of the train and of the railway system. One most important and critical issue is that the train must be able to run in a Nordic winter climate, where technologies have been tested, proposed and also compiled in a special report.Most technologies developed can also be used for modified train concepts, such as non-tilting trains, trains for higher speeds than 250 km/h, trains with continental width carbodies, and others. Further, many technologies developed in the programme are also useful for lower speeds. Newly developed technologies were type-tested in a special test train from 2006 to 2009. Endurance tests in commercial service were performed between 2009 and 2011.
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| 13. |
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| 14. |
- Andersson, Evert, et al.
(författare)
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Gröna Tåget - Green Train - Train for tomorrow's travellers
- 2011
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Ingår i: ZEVrail. - Berlin : Georg Siemens Verlag. - 1618-8330. ; 135, s. 140-153
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Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract
- Gröna Tåget (Green Train) is a Swedish research and development programme aiming at defining a concept and developing technology for the next generation high-speed trains, suitable for the Northern European countries. The programme involves almost all major stakeholders in the railway business in Sweden. Main sponsors are Trafikverket (former Banverket) as well as the railway industry and operators (Bombardier, SJ and others). The total budget is around 15 million EUR. The technical coordination is with the Royal Institute of Technology (KTH) in Stockholm. The program started in 2005 and will continue until the end of 2011.Gröna Tåget is intended to be a fast, track-friendly, electric tilting train that can not only maintain higher speeds than conventional trains on sections with curves, but special versions could allow 300 km/h or more on future dedicated high-speed lines. Gröna Tåget shall be more attractive and more cost effective both to travellers and to operators than today’s trains. Environmental performance (energy use per passenger, noise) is expected to be still better than existing trains at lower speed.
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| 15. |
- Andersson, Evert, et al.
(författare)
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How to find a compromise between track friendliness and the ability to run at high speed
- 2012
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Ingår i: Civil-Comp Proceedings. - Stirlingshire, UK : Civil-Comp Press. - 1759-3433. ; 98
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Tidskriftsartikel (refereegranskat)abstract
- When designing and optimizing a rail vehicle there is a contradiction between, on the one hand, stability on straight track at high speed and, on the other hand, reasonable wheel and rail wear in small- and medium-radius curves. This paper describes the process of developing and optimizing a track-friendly bogie. A simulation model has been used to investigate dynamic stability on straight track at high speeds along with the wheel and rail wear in sharper curves. The result is a bogie with relatively soft wheelset guidance allowing passive radial self-steering, which in combination with appropriate yaw damping ensures stability on straight track at higher speeds. This bogie has been tested according to EN 14363 at speeds up to about 300 km/h and in curves with radii ranging from 250 m and up.
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| 16. |
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| 17. |
- Andersson, Evert, et al.
(författare)
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Models for infrastructure costs related to the wheel-rail interface
- 2009
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Ingår i: Wheel-Rail Interface Handbook. - : Woodhead Publishing Limited. - 9781845694128 ; , s. 608-629
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Bokkapitel (refereegranskat)abstract
- A model for determination of costs for track deterioration is presented. In particular, the model is able to discriminate between vehicles with different characteristics operating on the track, as well as incorporating operating data (speed, cant deficiency, etc.) and track geometry. The model is implemented in an Excel™ environment. Its use is exemplified by a Swedish case of mainline passenger and freight traffic. Some results are presented on the influence of vehicle characteristics, track geometry, track lubrication and speed. The model predicts that axle load, radial steering ability, unsprung mass and track lubrication are decisive for track deterioration and its associated costs.
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| 18. |
- Andersson, Evert, et al.
(författare)
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On the environmental performance of a high-speed train
- 2014
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Ingår i: International Journal of Rail transportation. - : Taylor & Francis Group. - 2324-8378 .- 2324-8386. ; 2:1, s. 59-66
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Tidskriftsartikel (refereegranskat)abstract
- Environmental performance is one of the major considerations of future high-speed trains. Two main issues have been closely investigated in the Green Train programme, namely (1) energy use and (2) external noise. Analysis, development and testing in the Green Train programme have focused primarily on speeds up to 250 km/h, although the energy issues have also been studied at top speeds up to 320 km/h. The energy use is estimated for both long-distance trains with few stops and for fast regional services with relatively tight underway stops. These estimations result in an energy use of 46–62 Wh per passenger-km – or 30–40 Wh per seat-km – accounted as electricity taken from the public electric power grid. Improved aerodynamic performance, efficient space utilization, electric regenerative brakes, eco-driving advice and improved energy efficiency in the propulsion system make this possible. Trackside noise has also been analysed and tested in the programme. In order to maintain the same or lower noise level at 250 km/h as at lower speeds with current trains, a number of measures are proposed. These include bogie skirts, wheel absorbers and careful aerodynamic design of the front area and of all protruding objects. In sensitive residential areas, further improvement may be achieved with rail absorbers or low trackside screens.
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| 19. |
- Andersson, Evert, et al.
(författare)
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On the Optimization of a Track-Friendly Bogie for High Speed
- 2009
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Ingår i: 21st International Symposium on Dynamics of Vehicles on Roads and Tracks, IAVSD'09, Stockholm, August 17-21, 2009..
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- When designing and optimizing a rail vehicle there is a contradiction between, on the one hand, stability on straight track at high speed and, on the other hand, reasonable wheel and rail wear in small- and medium radius curves. Higher speeds require to some extent stiffer wheelset guidance to avoid hunting and ensure stability. However, with stiffer wheelset guidance the risk of increased wheel and rail wear in curves is imminent. In this paper, the process of developing and optimizing a track-friendly bogie is described. A multi-body system (MBS) simulation model was used, taking due consideration to nonlinearities in suspension and wheel-rail contact, as well as realistic flexibilities in the track. Adequate and systematic consideration is taken to a wide range of possible non-linear wheel-rail combinations. Dynamic stability is investigated both on straight track and in wide curves at high speeds. The balance between flange wear and tread wear is studied in order to maximize wheel life between re-profiling operations in the intended average operation. The result is a bogie with relatively soft wheelset guidance allowing passive radial self-steering, which in combination with appropriate yaw damping ensures stability on straight track at higher speeds. The bogie has been subject to both certification testing and long-term service testing in the Gröna Tåget (the Green Train) research and development programme.
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| 20. |
- Andersson, Evert, et al.
(författare)
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Radial Self-Steering Bogies : Recent Developments for High Speed
- 2009
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Ingår i: 7th International Conference on Railway Bogies and Running Gears. - 9789634209775 ; , s. 63-72
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Considering the total cost of railway operations, it is important to reduce the deterioration caused to the track by rail vehicles and vice versa. Radial steering running gear, where the wheelsets take up approximate radial positions in curves, is an important mean of reducing rail and wheel wear. They also allow curves to be negotiated at higher lateral acceleration on non-perfect track, without exceeding stipulated limits for lateral track shift forces. In order to run dynamically stable at high speed, the damping of the bogie must be appropriate, in particular the yaw damping between bogies and carbody. Radial self-steering bogies are used on more than 1200 rail passenger vehicles in Scandinavia since the early 1980’s. The maximum service speed of these vehicles ranges up to 210 km/h. Ongoing development seems to confirm that the use of such bogies can be extended into the very high-speed area of at least 250 km/h. There has previously been some scepticism on the feasibility of soft wheelset guidance for higher speeds, in particular with respect to running stability. Although there are some limitations in the performance of radial self-steering bogies, this solution is robust and well-proven since about 25 years. The ultimate future may be a mechatronic bogie, where the wheelsets are guided in the most optimal way through controlled and forced radial steering. Such bogies may be justified if performance is out of the possible range of passive self-steering solutions.
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| 21. |
- Andersson, Evert, et al.
(författare)
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Radial self-steering bogies - Development, advantages and limitations
- 2007
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Ingår i: ZE Vrail - Glasers Annalen: Zeitschrift fuer das gesamte System Bahn. - 1618-8330. ; 131:Suppl., s. 248-259
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Tidskriftsartikel (refereegranskat)abstract
- Considering the total cost of railway operations, It is important to reduce the deterioration caused to the track by rail vehicles and vice versa. Radial steering running gear, where the wheelsets take up approximate radial positions in curves, is an important mean of reducing rail and wheel wear. They also allow curves to be negotiated at higher lateral acceleration on non-perfect track, without exceeding stipulated limits for lateral track shift forces. In order to run dynamically stable at high speed, the damping of the bogie must be appropriate, in particular the yaw damping between bogies and car body. Since the mid-1970's radial self-steering bogles have been developed and used in about 1 200 passenger rail vehicles in Scandinavia. This development continues and during 2006 a test train with radial self-steering bogies is run in speeds up till 281 km/h as part of the Swedish R&D program "GrönaTå get" (GreenTrain). Although there are limitations in the performance of passively self-steering bogles they are a simple and proven solution. Ultimately, In the future actively controlled radial steering may be considered asan appropriate mean to achieve higher performance and track-friendliness.
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| 22. |
- Andersson, Evert, et al.
(författare)
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Rail Systems and Rail Vehicles : Part 2: Rail Vehicles
- 2016. - 1
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Bok (populärvet., debatt m.m.)abstract
- This compendium is mainly intended for MSc education in rail vehicle engineering at KTH Royal Institute of Technology, Stockholm, Sweden. The objective is to give an overview and fundamental knowledge of different rail systems, followed by a more thorough introduction to rail vehicles. In this way most rail aspects are covered. The compendium consists of 20 chapters.
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| 23. |
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| 24. |
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| 25. |
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| 26. |
- Andersson, Evert, et al.
(författare)
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TOSCA. Rail freight transport : Techno-economic analysis of energy and greenhouse gas reductions
- 2011
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technolo-gies and means to reduce greenhouse gas (GHG) emissions is being analysed for different modes of transport. This is made over the long-term perspective until 2050, with 2009 as the reference year. This is the report on the rail freight transport market, applicable to the European Union (EU-27).The analysis presented in this report estimates that a number of efficient technologies and means are available, individually and in combination, to significantly reduce energy use and the resulting GHG emissions on the rail freight market until 2050. The analysis has considered the following technologies and means:– heavy freight trains (high payload capacity per metre of train as well as longer trains)– eco-driving, including traffic flow management– energy recovery– high-efficiency machinery in locomotives and electric supply– low air drag– incremental improvements, in particular reduced tare mass of wagons.Despite anticipated higher train speeds in most future train operations the above-mentioned technologies and means have, according to the analysis, the potential to reduce the average energy use per net-tonne-km (tkm) of payload by 40–50 % until 2050. As a consequence also the direct and indirect GHG emissions will be reduced. Energy use and GHG emissions are measured per net-tonne-km, assuming representative load factors in different operations.
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| 27. |
- Andersson, Evert, et al.
(författare)
-
TOSCA. Rail passenger transport : Techno-economic analysis of energy and greenhouse gas reductions
- 2011
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technologies and means to reduce greenhouse gas (GHG) emissions is being analysed for the different modes of transport. This is made in the long-term perspective until 2050, with 2009 as the reference year. This is the report on rail passenger transport, applicable to the European Union (EU-27).The present report has been subject to review among railway experts, representing train suppliers, railway operators as well as academia. They have also responded to a questionnaire. Further, a workshop was held, where the report with assumptions and results was discussed.In the analysis presented in this report it is estimated that a number of efficient improvements that, individually and in combination, are available in order to significantly reduce energy use and the resulting GHG emissions on the rail passenger market until 2050. The analysis has considered different technologies and means:– low air drag– low train mass– energy recovery– eco-driving, including traffic flow management– space efficiency in trains (increasing payload per metre of train)– incremental improvements of energy efficiency, in particular reduced losses.Despite anticipated higher average train speeds in the future these combined approaches will, according to the analysis, have the potential to reduce the average specific energy use per passenger-km (pkm) in the order of 45–50 % in the very long term until 2050. As a consequ-ence also the direct and indirect GHG emissions will be reduced. The highest reductions are possible in city and regional rail operations. Reductions are more limited in high-speed opera-tions, because of the advanced technologies already applied. However, high-speed rail has today a comparatively low energy use per passenger-km, partly due to its high average load factor. To be consistent with other work packages of TOSCA, energy use and GHG emissions are measured per passenger-km, assuming representative load factors in different operations.
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| 28. |
- Andersson, Evert, et al.
(författare)
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Varför behövs Nya Stambanor i Sverige?
- 2020
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Stora investeringar och omdaningar planeras i vårt transportsystem. Transporterna väntas öka starkt i framtiden och mera kapacitet måste skapas på ett hållbart sätt. Diskussionerna om vilka transportmedel som ska prioriteras, såväl som vilka objekt som vi ska satsa på, är livliga.En viktig fråga är satsningen på Nya Stambanor avsedda för snabba persontransporter i de redan idag hårt belastade stråken Stockholm‒Göteborg och Stockholm‒Malmö, med ett stort antal mellanliggande orter. Denna typ av järnvägar finns redan eller planeras i de flesta av världens ledande ekonomier. Syftet med att bygga nya stambanor är att öka den totala kapaciteten för person- och godstrafik på järnväg, öka punktligheten och öka tillgängligheten genom korta restider. Det ger också förutsättningar för större regionala arbetsmarknader och ökat bostadsbyggande utanför storstäderna samt en bättre miljö. Nuvarande stambanor avlastas och lämnar plats för bl a effektivare godstransporter.Denna rapport behandlar först järnvägens egenskaper. Järnvägen är det energieffektivaste transportmedel vi känner till, den tar liten plats och är mycket trafiksäker. Moderna tåg på modern bana är vårt snabbaste transportmedel till lands. Tåg kan bereda plats och komfort för arbete och avkoppling under resan. Enligt författarnas uppfattning bör dessa egenskaper göra järnvägen till ett förstahandsalternativ för effektiva och hållbara transporter i de segment där järnvägen är eller kan bli konkurrenskraftig.Prognoser och analys, samt erfarenheter från utlandet, visar att trafikunderlaget i Sverige är tillräckligt för nya stambanor. Med de förslagna banorna väntas järnvägens totala kapacitet öka till mer än det dubbla i de mest belastade stråken. En viktig faktor är att den snabba och långsamma tågtrafiken separeras. Denna åtgärd ger ökad kapacitet, utöver vad de dubblerade spåren ger, eftersom tågen kan köra tätare efter varandra och störningarna i tågtrafiken minskar.Restiderna för orterna längs de nya stambanorna minskar kraftigt, i regel mellan 30 och 65%. Tillsammans med ökad turtäthet och minskade störningar ger det stora ökningar av tågtrafiken. De officiella prognoserna lider dock av ett antal allvarliga brister, varför både trafikökningen och den samhällsekonomiska lönsamheten beräkningsmässigt framstår som mindre än vad den enligt KTH:s prognoser och internationell erfarenhet borde vara.Författarna anser att anläggningskostnaderna är rimliga i relation till nyttorna och jämfört med vad andra omställningar i samhällets transportsystem kostar. Detsamma gäller den engångs ”klimatskuld” som uppkommer vid de flesta satsningar för framtiden inom alla trafikslag. Nya transportslag i ett tidigt utvecklingsskede (elflyg, magnettåg, Hyperloop etc) är mycket osäkra beträffande när eller om de överhuvudtaget kommer att bli tillgängliga för användning i stor skala. I flera fall skulle krävas stora tekniska genombrott som vi idag inte känner till. Vi anser att man rimligen inte idag kan besluta att satsa på helt nya tekniska system för vilka framtiden är mycket osäker. Vi kan inte heller ”vänta och se”, eftersom ytterligare kapacitet behövs redan idag och ledtiderna är långa.Sammanfattningsvis är de nya stambanorna ett samhällsbyggnadsprojekt och en del i transportsektorns nödvändiga omställning. De ger korta restider och effektiva transporter mellan våra största städer, liksom till och från ett stort antal mellanliggande orter, med omnejd. Godstransporterna kan också få plats på spåren och de kan utvecklas och effektiviseras. Det handlar om hållbar mobilitet för människor och gods i framtiden.
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| 29. |
- Andersson, Johan, et al.
(författare)
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Biologisk metanisering av syngas från förgasning och pyrolys - lovande koncept mot implementering
- 2024
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Biological methanation of syngas from pyrolysis and gasification – promising concepts for implementation The need for increased biogas production is significant, and in the EU, there are plans for a substantial expansion in the coming years through the RePowerEU initiative. Part of the increase will come from the expansion of conventional digestion technology, where organic materials such as food waste, manure, and crop residues are used for biogas production. However, to meet the future increased demand, it is also necessary to utilize more difficult-to-digest substrates, such as biomass rich in lignocellulose, for biogas production. This could be forest residues such as branches and tops, sawdust, or bark. This type of substrates cannot be used in a conventional digestion process, and other technology chains are therefore required to convert such biomass into biomethane. This can be done by first converting the biomass into syngas through a thermochemical process such as gasification or pyrolysis. This is followed by a methanation process where the syngas is converted into biogas, and finally, the gas is upgraded to reach biomethane quality. These types of technology chains are not currently available on a commercial scale, but they have been demonstrated, for example, through the Gobigas project, where gasification was followed by catalytic methanation for biomethane production. As full-scale implementation of catalytic methanation of bio-syngas has not yet been achieved, thereis a need to develop alternative conversion technologies that can more cost-effectively achieve the methanation of woody biomass. One possible opportunity for to this is to apply biological methanation instead of a catalytic process. A biological process comes with several advantages, including a greater ability to handle contaminants, higher selectivity in the conversion of syngas, and operation at relatively low temperature and pressure, which simplifies material selection and reactor design. RISE, together with its partners, are developing a concept based on biological methanation of syngas. This project has examined the biological process's ability to handle contaminants in syngas through continuous experiments in carrier-filled trickle bed reactors with an active volume of 5 liters. The process's ability to handle and break down contaminants is an important parameter that can affect and simplify the design of the gas cleaning that occurs after gasification or pyrolysis. Another aspect of the project has been to put the experimental results into context at the concept and system level. Different production techniques for syngas have been mapped out, which could be combined with biological methanation. Based on the mapping, three types of plants have been selected for more detailed analyses of techno-economics, carbon footprint, and opportunities for increased carbon efficiency. The methanation experiments lasted for 552 days, and overall, it was a stable process with high turnover of syngas and high methane production over a long time. There have been some operational disturbances, mainly related to the supply of gas to the process (i.e. delivery of gas cylinders). However, biochemical inhibition or disturbances have been rare, demonstrating a high robustness for biological methanation of syngas. The breakdown of contaminants has been excellent in the process, with levels decreasing below the detection limit. At the same time, as contaminants have been continuously added to the process, microbiology has been able to maintain high turnover of hydrogen and carbon monoxide to methane. The specific methane production was high both during the reference period without contaminants and during the experimental periods with added contaminants. During long periods, the specific methane production has been around 4 L CH4/Lbed volume /day, which is about 4 times higher than our previously achieved results. The transition to thermophilic temperature and using carriers with higher effective surface area has contributed to this increase. During the project, three types of plants have been selected for more detailed analysis: 1) Gasification with Cortus process, which generates a relatively clean syngas with minimal purification needs before biological methanation. There is no need for co-location with a heating plant, but it is an advantage if there is access to the district heating network to sell waste heat. 2) Gasification with Bioshares' concept, where the gasifier is integrated into a larger cogeneration plant and where the produced syngas is purified with an RME-scrubber before biological methanation. Co-location with a larger cogeneration plant provides interesting synergies and integration opportunities, but also sets the boundaries for where the plants can be located. 3) Slow pyrolysis according to Envigas' concept, where the primary product is biochar and where the produced syngas is seen as a by-product. The syngas contains some impurities but generally requires no other purification than cooling to the right temperature (condensing out tars) before being added to biological methanation. This type of plant differs from plant types 1-2 in that the syngas formed is not the primary product, and the syngas has a relatively low energy value compared to the others. Syngas from plant types 2 and 3 contains some hydrocarbons (C1-C3) that are considered inert over the methanation step and therefore do not negatively affect the process. This means that heavier hydrocarbons do not need to be removed upstream, which would likely have been required with catalytic methanation. This leads to a higher system efficiency, and the need for reactor capacity for biological methanation decreases since there is less gas to be processed (more of the end-product consists of hydrocarbons already formed during the thermochemical conversion upstream). For all plant types, downstream of the methanation step, there is a need for further gas purification and upgrading. During the upgrading step carbon dioxide is separated to reach the product specification required by the end user. If long distance distribution is required a final process step consisting of a liquefaction plant for the production of liquid biogas (LBG) can be added to the concept. As another option, the systems can be supplemented with treatment of the carbon dioxide flow out of the upgrading plant, where the flow is processed by drying, compression, and cooling to produce liquid carbon dioxide. For plant type 2, where benzene is present in the syngas, this gas is expected to be separated with relatively high precision in the system and thereby generate a small flow of liquid benzene as a side product. The carbon dioxide emissions for the final product LBG are in the range of 1.6 to 2.6 gCO2-eq/MJLBG, which compares favorably to other types of second-generation biofuels. Compared to fossil gas, the reduction in greenhouse gas emissions is 96-97%. The carbon efficiency of the systems can be significantly increased if excess carbon dioxide is utilized either through BECCS or BECCU. If the carbon dioxide stream from the upgrading plant is processed into liquid carbon dioxide, the production cost is estimated to be 187-204 SEK/ton. If the product is to be sent to permanent storage the cost for transportation and storage would need to be added to estimate total cost of BECCS, but this is out of scope for the current project.. Assuming that BECCS is applied and that the entire carbon sink is allocated to the final product LBG, this will result in negative emissions in the range of -35 to -104 gCO2-eq/MJLBG. An alternative is to utilize excess carbon dioxide directly in the methanation process by boosting incoming gas with extra hydrogen. Hydrogen and carbon dioxide are then converted by methanogens, which generates extra methane. Since the addition of extra hydrogen is assumed to come from electrolysis, the additional methane production can likely be classified as electrofuel, so-called e-methane. The techno-economic evaluation results in a production cost ranging from 740 to 1300 SEK/MWhLBG, including all sensitivity scenarios. The lower price scenarios include a lower investment cost, which can be assumed to represent cases with public investment support. Overall, a large part of the scenarios are considered to be within the range of what can be considered market relevant production costs. This leads to the conclusion that there is techno-economic potential at this stage to justify continued development of concepts based on biological methanation of syngas. With scaling up and continued development in the right direction, the concepts may eventually lead to cost-effective utilization of forest residues for the production of biomethane at a commercially relevant scale. The next step in the development is scaling up to pilot scale, which will take place during 2023-2025 through an EU-funded project and will be carried out by RISE, Wärtsilä, Cortus and Swedish Gas Association. A pilot plant for biological methanation will then be operated with syngas from Cortus' gasifier in Höganäs.
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| 30. |
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| 31. |
- Arbyn, Marc, et al.
(författare)
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Cervical cytology biobanking in Europe
- 2010
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Ingår i: International Journal of Biological Markers. - : SAGE Publications. - 0393-6155 .- 1724-6008. ; 25:3, s. 117-125
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Tidskriftsartikel (refereegranskat)abstract
- A cervical cytology biobank (CCB) is an extension of current cytopathology laboratory practice consisting in the systematic storage of Pap smears or liquid-based cytology samples from women participating in cervical cancer screening with the explicit purpose to facilitate future scientific research and quality audit of preventive services. A CCB should use an internationally agreed uniform cytology terminology, be integrated in a national or regional screening registry, and be linked to other registries (histology, cancer, vaccination). Legal and ethical principles concerning personal integrity and data safety must be respected strictly. Biobank-based studies require approval of ethical review boards. A CCB is an almost inexhaustible resource for fundamental and applied biological research. In particular, it can contribute to answering questions on the natural history of HPV infection and HPV-induced lesions and cancers, screening effectiveness, exploration of new biomarkers, and surveillance of the short- and long-term effects of the introduction of HPV vaccination. To understand the limitations of CCB, more studies are needed on the quality of samples in relation to sample type, storage procedures, and duration of storage.
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| 32. |
- Bonagas, Nadilly, et al.
(författare)
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Pharmacological targeting of MTHFD2 suppresses acute myeloid leukemia by inducing thymidine depletion and replication stress
- 2022
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Ingår i: NATURE CANCER. - : Springer Science and Business Media LLC. - 2662-1347. ; 3:2, s. 156-
-
Tidskriftsartikel (refereegranskat)abstract
- The folate metabolism enzyme MTHFD2 (methylenetetrahydrofolate dehydrogenase/cyclohydrolase) is consistently overexpressed in cancer but its roles are not fully characterized, and current candidate inhibitors have limited potency for clinical development. In the present study, we demonstrate a role for MTHFD2 in DNA replication and genomic stability in cancer cells, and perform a drug screen to identify potent and selective nanomolar MTHFD2 inhibitors; protein cocrystal structures demonstrated binding to the active site of MTHFD2 and target engagement. MTHFD2 inhibitors reduced replication fork speed and induced replication stress followed by S-phase arrest and apoptosis of acute myeloid leukemia cells in vitro and in vivo, with a therapeutic window spanning four orders of magnitude compared with nontumorigenic cells. Mechanistically, MTHFD2 inhibitors prevented thymidine production leading to misincorporation of uracil into DNA and replication stress. Overall, these results demonstrate a functional link between MTHFD2-dependent cancer metabolism and replication stress that can be exploited therapeutically with this new class of inhibitors. Helleday and colleagues describe a nanomolar MTHFD2 inhibitor that causes replication stress and DNA damage accumulation in cancer cells via thymidine depletion, demonstrating a potential therapeutic strategy in AML tumors in vivo.
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| 33. |
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| 34. |
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| 35. |
- Brabie, Dan, et al.
(författare)
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An overview of some high-speed train derailments : means of minimizing consequences based on empirical observations
- 2008
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Ingår i: Proceedings of the Institution of mechanical engineers. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit. - 0954-4097. ; 222:4, s. 441-463
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Tidskriftsartikel (refereegranskat)abstract
- Studies published on rail vehicles' post-derailment behaviour as ameans of minimizing consequences are surprisingly scarce. This paper sets a first step to reduce this lack of knowledge by analysing a collection of incident/accident case studies, with the main focus on the course of events immediately after derailments. This is mainly with respect to whether the train stays upright and close to the track centre-line and is 'safe' or deviates laterally with a probable serious consequence. Accordingly, an empirical database is established containing as much relevant information as possible of past incidents and accidents occurring at speeds over 70 km/h due to mechanical failure close to the running gear/track interface, as well as other causes that ultimately brought the train into a derailed situation. Although two derailments are never the same, certain patterns appeared to emerge based on the descriptions available in each incident or accident report. Mechanical restrictions between axles and bogie frames appear to minimize the risk of derailments after an axle failure on the outside of the wheel. Once derailed, evidence suggests that certain low-reaching parts on the wheelset or the bogie frame may act as substitute guidance mechanisms, thereby minimizing large lateral train deviations. However, for a large number of events, the available information does not allow conclusions based on observations only. This paper is the first in a forthcoming series dealing with the possibilities of minimizing devastating consequences of high-speed derailments by appropriate measures and features in the train design including the running gear.
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| 36. |
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| 37. |
- Brabie, Dan, et al.
(författare)
-
Dynamic simulation of derailments and its consequences
- 2006
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Ingår i: Vehicle System Dynamics. - : Informa UK Limited. - 0042-3114 .- 1744-5159. ; 44:Suppl 1, s. 652-662
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Tidskriftsartikel (refereegranskat)abstract
- This article describes the necessary prerequisites and methodology in progress for studying train vehicle derailments and means of minimising the risk of catastrophic consequences. A comprehensive model has been developed and used in the multi-body system (MBS) simulation software for studying pre- and post-derailment vehicle behaviour. An axle-mounted brake disc and vertically extended bogie frames have shown empirically, as well as by MBS simulations, a potential to favourably influence the sequence of events in case of wheel flange climbing derailments. The MBS simulation methodology has been presented. Examples of how critical geometrical parameters affect the ability of these mechanisms to act as substitute guidance are presented. Further, a finite element (FE) model is developed for studying the impact phenomenon between a rail vehicle wheel and concrete sleepers. In particular, the proposed FE model will be used for obtaining hysteresis data for the wheel-sleeper force as functions of concrete indentation, for further development of the MBS simulations technique.
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| 38. |
- Brabie, Dan, et al.
(författare)
-
High-Speed Train Derailments : Minimizing Consequences through Innovative Design
- 2008
-
Ingår i: Proceedings of the World Congress of Railway Research (WCRR'08).
-
Konferensbidrag (refereegranskat)abstract
- In the current paper, various possibilities of minimizing consequences of high-speed rail vehiclederailments have been studied through a combination of empirical observations and multi bodysystem (MBS) simulations. In order to assess the appropriate measures and features for an increasedderailment-worthy design, a comprehensive MBS model is developed to predict the pre and postderailmentvehicle behaviour. Preventing wheel flange climbing derailment after axle journal failureson curved track is accomplished by implementing mechanical restrictions in the bogie frame. Threealternative substitute guidance mechanisms are presented and a systematic feasibility analysis forone of them, a low-reaching axle journal box, is presented. Three conventionally coupled passengertrailing cars are investigated after derailments on tangent and curved track as a function of themaximum centre coupler yaw angle, carbody height of centre of gravity, coupler and bogie transversalbeam height. Furthermore, the articulated train concept is investigated as a function of different intercarbodydamper characteristics.
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| 39. |
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| 40. |
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| 41. |
- Brabie, Dan, 1975-
(författare)
-
On Derailment-Worthiness in Rail Vehicle Design : Analysis of vehicle features influencing derailment processes and consequences
- 2007
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- This thesis aims at systematically studying the possibilities of minimizing devastating consequences of high-speed rail vehicle derailments by appropriate measures and features in the train design including the running gear. Firstly, an empirical database is established containing as much relevant information as possible of past incidents and accidents that have occurred at substantial running speeds due to mechanical failure close to the interface between the running gear and the track. Other causes that ultimately brought the train in a derailed condition are also covered. Although various accidental circumstances make each derailment a unique event, certain patterns appear to emerge which lead to several critical vehicle parameters capable of influencing the outcome of a derailment or preventing a derailment to occur. Secondly, the possibility of preventing wheel climbing derailments after an axle journal failure is studied by implementing mechanical restrictions between wheelsets and bogie frame. In this respect, a multi body system (MBS) computer model is developed to account for such an axle failure condition, which is successfully validated on the basis of two authentic passenger car events. In order to study the overall post-derailment vehicle behaviour, in particular the wheelsets’ vertical motion and lateral deviation on sleepers, a comprehensive MBS post-derailment module is developed and implemented in the commercially available software GENSYS. The model detects wheel-sleeper impact conditions and applies valid force resultants calculated through linear interpolation based on a pre-defined look-up table. The table was constructed through exhaustive finite element (FE) wheel to concrete sleeper impact simulations utilising the commercially available software LS-DYNA. The MBS post-derailment module has been validated successfully in several stages, including a correct prediction of the derailing wheelset’s trajectory over ten consecutive sleepers in comparison with an authentic passenger vehicle derailment event. An extensive simulation analysis on the feasibility of utilizing alternative substitute guidance mechanisms attached to the running gear on rail vehicles is presented, as means of minimizing the lateral deviation. Three low-reaching guidance mechanisms attached onto the running gear (bogie frame, brake disc and axle journal box) are analysed in terms of geometrical parameters for a successful engagement with the rail in order to prevent large lateral deviations after twelve different derailment scenarios. Three conventional coupled passenger trailing cars are investigated in terms of lateral deviation and vehicle overturning tendency after derailments on tangent and curved track. This is performed as a function of various vehicle design features and parameters such as: maximum centre coupler yaw angle, carbody height of centre of gravity, coupler height and additional running gear features. In a similar manner, the articulated train concept is investigated in terms of the post-derailment vehicle behaviour as a function of different inter-carbody damper characteristics and running gear features.
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| 42. |
- Brabie, Dan, et al.
(författare)
-
On minimizing derailment risks and consequences for passenger trains at higher speeds
- 2009
-
Ingår i: Proceedings of the Institution of mechanical engineers. Part F, journal of rail and rapid transit. - 0954-4097 .- 2041-3017. ; 223:6, s. 543-566
-
Tidskriftsartikel (refereegranskat)abstract
- The first part of this article deals with the possibility of preventing wheel climbing derailments after an axle journal failure by implementing mechanical restrictions between the wheelsets and the bogie. A multi-body system (MBS) computer model is developed to account for such an axle failure condition, which is successfully validated by comparing the pre-derailment sequence of events with two authentic cases. An extensive parameter analysis on the maximum vertical and longitudinal play between the wheelset and the bogie, required to prevent a highspeed power or trailer car to derail, is performed for various combinations of running conditions in curves. Once an actual derailment has Occurred on conventional passenger trains at 200 km/h, extensive MBS simulations are performed on the feasibility of utilizing alternative substitute guidance mechanisms, such as low-reaching parts of bogie frame, axle box, or brake disc, as means of minimizing the lateral deviation. Results are presented in terms of geometrical parameters that lead to a successful engagement with the rail for a total of 12 different derailment scenarios. These are caused by an axle journal failure, an impact with a small object on the track, or a high rail failure. Minimizing the lateral deviation is also investigated by means of restraining the maximum Coupler yaw angle and altering the bogie yaw stiffness. Time-domain simulations are also performed in terms of lateral track forces and derailment ratio when negotiating a tight horizontal 'S-curve'. Further, the articulated train concept is investigated in terms of the post-derailment vehicle behaviour after derailments on tangent and curved track at a speed of 200 km/h. In this respect, a trainset consisting of one power car and four articulated passenger trailer cars is modelled in the MBS software. Results in terms of lateral deviation and maximum carbody roll angle are presented as a function of different inter-carbody damper characteristics and running gear features. The feasibility of these damper characteristics is also tested in terms of lateral track forces and derailment ratio when negotiating a tight horizontal S-curve.
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| 43. |
- Brabie, Dan, 1975-
(författare)
-
On the Influence of Rail Vehicle Parameters on the Derailment Process and its Consequences
- 2005
-
Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- This thesis aims at systematically studying the possibilities of minimising devastatingconsequences of high-speed derailments by appropriate measures and features in thetrain design, including the running gear. The course of events immediately afterderailments is studied with respect to whether the train stays upright and close to thetrack centre line or deviates laterally with probably serious consequences. There is abelief in the railway community that some trains can better cope with derailment thenothers, although this superiority is apparently hard to quantify.Firstly, an empirical database has been established containing as much relevantinformation as possible of past incidents and accidents occurred at higher speeds due tomechanical failure close to the interface between the running gear and the track, as wellas other causes that ultimately brought the train into a derailed condition. Although nevertwo derailments are the same, certain patterns appeared to crystallise after analysing thecourse of events immediately after the failure based on the descriptions available in eachincident or accident report. Ultimately, this led to that several critical vehicle parameterscould be distinguished as capable to influence the outcome of a derailment.Secondly, two of the critical vehicle features found in the first stage have been subject todetailed analysis by means of multi-body system (MBS) simulations. The first phase ofthe computer simulation program focused on studying the tendency of a wheelset toderail as a result of an axle journal failure on the outside of the wheel. The prederailmentcomputer simulation model has been validated with good results for twoauthentic Swedish events of axle journal failure.Thereafter, one of the newly found critical vehicle feature, the wheelset mechanicalrestrictions relative to the bogie frame, have been extensively studied on an X 2000power unit and trailer car model. The results show that a vertical mechanical restrictionof the wheelset relative to the bogie frame of approximately 50 to 60 mm is capable ofkeeping the wheelsets on the rails after an axle journal failure, for the studied conditions.An axle mounted brake disc constitutes the second critical vehicle feature that has thepotential to favourably influence the sequence of events in cases of wheel flangeclimbing. A minimal range of geometrical parameters for which the rail would safely fillthe gap between the brake disc and the wheel has been calculated.The third and last part of the thesis establishes the prerequisites necessary in order tostudy the remaining of the critical vehicle parameters found in the first part, whichrequires complete MBS simulations of derailed vehicles rolling on track structures, i.e.concrete sleepers. To accomplish this task, hysteresis data for the force as function ofconcrete material indentation, are aimed to be acquired by means of finite element (FE)simulations. Therefore, the intended FE model of wheel-concrete sleeper impact issubjected to a tentative validation procedure. A good agreement is observed whencomparing the FE model results with an authentic accident in terms of concrete sleeperindentation. Furthermore, preliminary results in terms of a wheelset tendency to reboundafter concrete sleeper impact are presented.
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| 44. |
- Brabie, Dan, et al.
(författare)
-
Post-derailment dynamic simulation of rail vehicles : Methodology and applications
- 2008
-
Ingår i: Vehicle System Dynamics. - : Informa UK Limited. - 0042-3114 .- 1744-5159. ; 46:Suppl. S, s. 289-300
-
Tidskriftsartikel (refereegranskat)abstract
- An earlier developed multi-body system post-derailment module. that predicts the wheelsets' behaviour after impact with concrete sleepers, is upgraded to account for possible wheel-rail fastener impact after train derailments at high speed. The vertical stiffness describing the wheel-fastener impact behaviour is calibrated and validated based on two authentic derailment cases. Geometrical specifications that permit it brake disc and a bogie frame to act as substitute guidance mechanisms after Hart e climbing derailments on Curved track are presented for an X 2000 trailer car. Further, an introductory analysis on the post-derailment vehicle behaviour on tangent track after a 'flange on rail head' derailment condition is also presented its a function of bogie yaw resistance. The risk of carbody overturning after derailments on tangent track is assessed as a function of coupler height and carbody centre of gravity as well as bogie transversal beam position.
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| 45. |
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| 46. |
- Forsberg, Tobias, et al.
(författare)
-
Condition Monitoring of Train Ride Stability
- 2007
-
Ingår i: Proceedings of the 7th International Conference on Railway Bogies and Running Gears, BOGIE'07, Budapest, September 3-6, 2007. ; , s. 271-280
-
Konferensbidrag (refereegranskat)
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| 47. |
- Fröidh, Oskar, et al.
(författare)
-
Green Train concept and interior design
- 2014
-
Ingår i: International Journal of Rail Transportation. - : Taylor & Francis Group. - 2324-8378 .- 2324-8386. ; 2:1, s. 28-39
-
Tidskriftsartikel (refereegranskat)abstract
- In the Green Train research programme, the objective is to develop an attractive trainconcept in the form of a concept proposal based on economic assessments. Green Trainis to be an attractive express train for both business and leisure-time travellers. Highstandards of comfort can be motivated by passengers’ willingness to pay. One fundamentalidea is the wide carbody for services in Scandinavia to achieve lower total costsfor train traffic than a carbody with a normal, quite narrow European continentalprofile. The trains are thereby made shorter and 2 + 3 seating arrangements areoptimised for optimal comfort. Another principle is that the train must be designedto allow punctual station stops, also during periods of peak load. Boarding andalighting must take place within very tight margins, which means that doors, entrancesand luggage racks must be in well-considered locations and correctly dimensioned.
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| 48. |
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| 49. |
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| 50. |
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