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Train

This document describes using MATLAB and Simulink to model the tractive force required to accelerate a train to a target velocity within a given time. It defines key terms like tractive force and air drag. A mathematical model is developed using Newton's laws. A Simulink model implements the equations. By running simulations, two combinations of tractive force and train mass are found that meet the goal. Graphs show the first option achieves the velocity faster, making it preferable.

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Titus Grey
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30 views12 pages

Train

This document describes using MATLAB and Simulink to model the tractive force required to accelerate a train to a target velocity within a given time. It defines key terms like tractive force and air drag. A mathematical model is developed using Newton's laws. A Simulink model implements the equations. By running simulations, two combinations of tractive force and train mass are found that meet the goal. Graphs show the first option achieves the velocity faster, making it preferable.

Uploaded by

Titus Grey
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Train Mechanics

with

MATLAB and Simulink

by

Raj Mukhopadhyay
Powertrain Division, MECHISMU,
Department of
Mechanical Engineering
Introduction
This project has been made in the quest of a
method of finding out the appropriate tractive
force required to speed up a train, or in general,
any moving vehicle, to a certain velocity in a
given amount of time.
This is a problem statement with huge
consequences. Not only does it involve Calculus,
it also takes into consideration the air-drag
force, and friction resisting the motion of the
train. Here, we are assuming that the air-drag
experienced is directly proportional to the square
of the velocity of the train, which is an
approximate assumption. We are also assuming the
tractive force to be constant throughout the
journey of the train, which is not true in real
life.
The project combines and utilises the powers of
both, MATLAB, and Simulink, to provide the
beholder with a clear picture of how the problem
was approached.
The Definitions
In order to approach the problem, some definitions
are necessary.
• Tractive Force: This is the driving force of
the train’s motion, without which there
would’ve been no difference between an
vehicle, and a small room. Tractive force is
the force provided by the engine of the train.
The engine is connected to the wheels of the
train, and the latter is rotated by the
former. From the time a train starts moving,
its tractive force remains constant up to a
certain level, after which it begins to
decrease as speed increases, as shown in the
graph. We denote tractive force by Ft.
• Air-Drag: This is a real-life effect of
Viscosity, or Fluid Friction. The viscosity of
air is quite small, but for high speeds, its
effect becomes considerable. In real life, the
relation between air-drag experienced by a
train depends of many factors, and the
relations are complicated. The air-drag
depends upon the geometry of the train, its
velocity, atmospheric pressure, temperature,
density, and so on. In our model, we are
assuming a very simple second order drag for
our train, which is governed by the following
equation:
Fd = 0.5*A*ρ*Cd*v2
Where Fd is the drag force, A the constant
associated with the surface geometry of the train,
v is the velocity of the train, ρ the density of
air, and Cd a constant.
The Mathematics
In order to make a mathematical model of our
system ,we need a free body diagram for our train,
which is as follows:

Now, using Newton’s second law of motion, we have:


ma = Ft - Fd – umg
Where m is the mass of the train, a its
acceleration, u the coefficient of friction, g the
acceleration due to gravity, and Ft and Fd the
tractive and air drag forces respectively.
Substituting the expression for Fd, and
rearranging the terms, we finally have:
dv/dt = (1/m)*(Ft – 0.5AρCdv2) – ug . . . . . .(1)
Here, v is the speed of the train. The
acceleration of the train has been written in the
form of derivative of velocity, so as to
facilitate this equation’s direct implementation
in Simulink.
The Simulink Model
In this section, we present the model of our
system, implemented with Simulink. As our goal is
to make our train achieve a speed of 80 km/h in 40
seconds, our model will implement equation (1),
and return the data of the various speeds achieved
by our train in the time interval of 0 to 40
seconds. The model is as follows:

Our model gives output in the form of a timeseries


of various data points of velocity-time graph for
the train in the interval of zero to forty
seconds.
Utilizing the data
Our project also includes a train.m file, which
contains the program to extract the velocity data
given by our Simulink model. In fact, the program
forms the integral part of our project, which
implements the hit and trial algorithm, using
which we have found out the two cases of tractive
force and mass values, where we can almost
perfectly achieve our goal. 80 km/h is
approximately 2.22222.. m/s; which value we have
set as goal. The program for the final run for
first case is as follows:
Here’s the output:

The error could have been minimised further, but


an error of the order of 10-6 is enough for a
system of train.
So, our first set of requisite Ft and m are, 1000
N, and 18.192229 Kg respectively.

The program for the final run of the second case


is as follows:
The output:
Our second set of
required values of Ft and m
are 2000 N, and 27.171478
Kg respectively.
Graphical Analysis
Now that we have obtained the two required cases,
we will compare between the two with the help of
graphical analysis.

For m = 18.192229 Kg, and Ft = 1000 N.

For m = 27.171478 Kg, and Ft = 2000 N.


It is clearly discernible from the two graphs,
that the first option achieves the requisite
velocity in a far less time than the second one.
The general characteristic of the graphs is due to
the train achieving a terminal velocity, after
which no change in velocity is observed.
The first system achieves terminal velocity before
the second system; our goal was to make the train
achieve terminal velocity within 40 seconds.
Although both systems are valid, the first system
is more acceptable, as lesser the tractive
force(in the first case, Ft = 1000 N), lesser the
fuel that will be consumed to drive the engine.
Conclusion
The first system with tractive force as 1000 N is
better, as it is economically more viable. Greater
the tractive force, more fuel will be consumed by
the engine of the train, making the solution of
the problem statement expensive.

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