Titlebook: Energy-Efficient Train Control; Philip G. Howlett,Peter J. Pudney Book 1995 Springer-Verlag London Limited 1995 Driving Strategies.Energy-

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https://doi.org/10.1007/978-3-319-25214-8d of the train. In this chapter we use a more general model of applied acceleration, and obtain results similar to those of the previous two chapters. The more general model can be used to describe tractive effort and dynamic braking curves such as those shown in Figure 2–1 and Figure 2–3.

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Durga S. Ambwani,Tomlinson Fort Jr.thm for calculating the optimal switching points. In this chapter we show that the assumption of piecewise constant track gradient is unnecessary. Using an intuitive limit procedure applied to the key equations of the previous chapter we derive a more general form for the key equations. The general

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R. L. Geary,S. V. Babu,J. Stephaniearameter μ determines the hold speed for the journey, and the parameter λ determines the size of the . pairs used to approximate speed-holding. These parameters also determine the switching points and ultimately determine the distance travelled by the train and the time taken for the journey. As the

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Modelling the Train Control Problemrequired to drive the train. The . is physically sound, but does not properly describe the real control mechanism and does not represent the real financial cost of a journey. The . was designed to model the control mechanism of a typical diesel-electric locomotive, and uses the total fuel consumptio

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