作者: 裂隙 時(shí)間: 2025-3-21 21:53
https://doi.org/10.1007/978-1-4471-3084-0Driving Strategies; Energy-efficient Driving; Fuel Consumption; Optimal Strategy; Train Control; Trains; c作者: 江湖騙子 時(shí)間: 2025-3-22 00:27
Commercial Printing Gloss and Pigmentsrequired 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 consumption to measure the cost of a journey.作者: 藕床生厭倦 時(shí)間: 2025-3-22 06:29
Surface Phenomena in Enhanced Oil Recoveryl mechanism of the fuel consumption model is not a practical limitation, since any speed profile can be followed as accurately as we please using alternate . pairs. Second, by considering the energy balance equations we can show that speed-holding, where possible, is the most efficient driving mode.作者: comely 時(shí)間: 2025-3-22 10:33 作者: NIB 時(shí)間: 2025-3-22 14:04
https://doi.org/10.1007/978-1-4613-3918-2ble strategy that minimises fuel consumption. We will show that for any given sequence of control settings there exist optimal switching times that define a .. This strategy gives the minimum fuel consumption for the given control sequence. Each strategy of optimal type is defined by two critical speeds.作者: NIB 時(shí)間: 2025-3-22 17:08
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.作者: 才能 時(shí)間: 2025-3-22 23:50 作者: Mundane 時(shí)間: 2025-3-23 02:48
Practical Driving Strategiesl mechanism of the fuel consumption model is not a practical limitation, since any speed profile can be followed as accurately as we please using alternate . pairs. Second, by considering the energy balance equations we can show that speed-holding, where possible, is the most efficient driving mode.作者: 形上升才刺激 時(shí)間: 2025-3-23 07:27 作者: candle 時(shí)間: 2025-3-23 13:03
Critical Speeds and Strategies of Optimal Typeble strategy that minimises fuel consumption. We will show that for any given sequence of control settings there exist optimal switching times that define a .. This strategy gives the minimum fuel consumption for the given control sequence. Each strategy of optimal type is defined by two critical speeds.作者: 禁令 時(shí)間: 2025-3-23 15:03 作者: 疲勞 時(shí)間: 2025-3-23 20:22
978-1-4471-3086-4Springer-Verlag London Limited 1995作者: 食物 時(shí)間: 2025-3-23 22:29 作者: 傳授知識(shí) 時(shí)間: 2025-3-24 04:55 作者: 沖擊力 時(shí)間: 2025-3-24 06:35
Commercial Printing Gloss and Pigmentsrequired 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作者: Outshine 時(shí)間: 2025-3-24 14:02 作者: Pepsin 時(shí)間: 2025-3-24 18:06
Surface Phenomena in Metallurgical Processesimisation problem can be formulated and then approximated by a linearised problem that defines necessary conditions for a solution to the original problem. The mathematical terminology is explained and illustrated with diagrams and examples. In particular, the Kuhn-Tucker conditions and the Pontryag作者: Prologue 時(shí)間: 2025-3-24 20:52
G. L. Mar,P. Y. Timbrell,R. N. Lamby conditions of the Fritz-John type will be obtained for the optimal strategy, and these conditions will be used to find a Hamiltonian function and to demonstrate the validity of the Pontryagin Principle for this problem. This chapter was originally published in 1988 as a report to the School of Mat作者: SEEK 時(shí)間: 2025-3-25 02:18
B. V. King,M. A. Sobhan,M. Petravicnal.when the function . : ? → ? is piecewise linear. Using the adjoint differential equation and the Hamiltonian function, we show that the optimal strategy uses piecewise constant acceleration, and that only certain distinct values of . should be used. Furthermore, the acceleration decreases as the作者: 頂點(diǎn) 時(shí)間: 2025-3-25 07:07 作者: receptors 時(shí)間: 2025-3-25 10:24 作者: 分貝 時(shí)間: 2025-3-25 12:04
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.作者: FEAT 時(shí)間: 2025-3-25 18:08 作者: Adulterate 時(shí)間: 2025-3-25 21:53 作者: BOOM 時(shí)間: 2025-3-26 02:08
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 作者: 吃掉 時(shí)間: 2025-3-26 05:24
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作者: collagenase 時(shí)間: 2025-3-26 09:07 作者: 頑固 時(shí)間: 2025-3-26 14:38
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作者: Pageant 時(shí)間: 2025-3-26 17:46 作者: 慎重 時(shí)間: 2025-3-26 23:35 作者: 易于 時(shí)間: 2025-3-27 02:37
Necessary Conditions for an Optimal Strategyy conditions of the Fritz-John type will be obtained for the optimal strategy, and these conditions will be used to find a Hamiltonian function and to demonstrate the validity of the Pontryagin Principle for this problem. This chapter was originally published in 1988 as a report to the School of Mat作者: HATCH 時(shí)間: 2025-3-27 08:50
Determination of Optimal Driving Strategiesnal.when the function . : ? → ? is piecewise linear. Using the adjoint differential equation and the Hamiltonian function, we show that the optimal strategy uses piecewise constant acceleration, and that only certain distinct values of . should be used. Furthermore, the acceleration decreases as the作者: GLEAN 時(shí)間: 2025-3-27 11:08 作者: 泥瓦匠 時(shí)間: 2025-3-27 15:59
Minimisation of Fuel Consumptionn the speed reaches a critical value. The duration of each phase is determined by these critical speeds. A strategy in which the control setting is changed at each of the corresponding switching times is called a strategy of optimal type. Critical speeds were discussed in the previous chapter, and i作者: ALOFT 時(shí)間: 2025-3-27 19:58
A More General Modeld 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.作者: 分貝 時(shí)間: 2025-3-27 22:32
Speed Limitsd key equations that determine critical speeds for a strategy of optimal type. In the idealised case, there is a unique hold speed for the journey. On intervals of track where the speed limit is below the hold speed, the speed must be held at the limit. If braking is necessary on an interval, the sp作者: Detain 時(shí)間: 2025-3-28 05:33 作者: Amenable 時(shí)間: 2025-3-28 06:33 作者: Insul島 時(shí)間: 2025-3-28 13:52
Practical Strategy Optimisationarameter 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作者: 抵消 時(shí)間: 2025-3-28 18:07
1430-9491 ling and solution of the problem and finally explain how the fuel consumption can be minimised for a journey, showing the effect of speed limits and track gradients on the optimal driving strategy.978-1-4471-3086-4978-1-4471-3084-0Series ISSN 1430-9491 Series E-ISSN 2193-1577 作者: 使激動(dòng) 時(shí)間: 2025-3-28 22:49
Book 1995istory of the problem, reviewing the basic mathematical analysis and relevant techniques of constrained optimisation. They outline the modelling and solution of the problem and finally explain how the fuel consumption can be minimised for a journey, showing the effect of speed limits and track gradients on the optimal driving strategy.作者: 神秘 時(shí)間: 2025-3-28 23:49
1430-9491 nsport. Optimal control can be used to find energy-efficient driving strategies for trains. This book describes the train control problem and shows how a solution was found at the University of South Australia. This research was used to develop the Metromiser system, which provides energy-efficient 作者: MULTI 時(shí)間: 2025-3-29 05:36
G. L. Mar,P. Y. Timbrell,R. N. Lamb demonstrate the validity of the Pontryagin Principle for this problem. This chapter was originally published in 1988 as a report to the School of Mathematics and Computer Studies at the South Australian Institute of Technology [34]. The methods used are an extension of the methods developed by Craven [18].作者: avarice 時(shí)間: 2025-3-29 09:09
Surface Water Pollution and its Controlanged at each of the corresponding switching times is called a strategy of optimal type. Critical speeds were discussed in the previous chapter, and it was shown how these speeds could be adjusted to produce a feasible strategy.作者: 一瞥 時(shí)間: 2025-3-29 12:36
https://doi.org/10.1007/978-1-4899-2510-7 intervals of track where the speed limit is below the hold speed, the speed must be held at the limit. If braking is necessary on an interval, the speed at which braking commences is determined in part by the hold speed for the interval.作者: Processes 時(shí)間: 2025-3-29 17:54
B. V. Derjaguin,S. S. Dukhin,N. N. Rulyovrack an approximate speed-holding strategy is best. On steep track, speed-holding may be disrupted by segments of maximum power around steep inclines, or by segments of coasting around steep declines.作者: Boycott 時(shí)間: 2025-3-29 22:04 作者: podiatrist 時(shí)間: 2025-3-30 01:46
Book 1995timal control can be used to find energy-efficient driving strategies for trains. This book describes the train control problem and shows how a solution was found at the University of South Australia. This research was used to develop the Metromiser system, which provides energy-efficient driving ad作者: OVER 時(shí)間: 2025-3-30 04:02
Necessary Conditions for an Optimal Strategy demonstrate the validity of the Pontryagin Principle for this problem. This chapter was originally published in 1988 as a report to the School of Mathematics and Computer Studies at the South Australian Institute of Technology [34]. The methods used are an extension of the methods developed by Craven [18].作者: 螢火蟲 時(shí)間: 2025-3-30 08:14 作者: tinnitus 時(shí)間: 2025-3-30 15:52 作者: 顛簸地移動(dòng) 時(shí)間: 2025-3-30 16:58 作者: 不要嚴(yán)酷 時(shí)間: 2025-3-31 00:09
B. V. King,M. A. Sobhan,M. Petravic journey progresses. Using this information to reformulate the problem we find key equations that determine the precise speeds at which the acceleration should be changed. The results are illustrated with an example that highlights some deficiencies in the mechanical energy model.作者: CRP743 時(shí)間: 2025-3-31 01:17
Durga S. Ambwani,Tomlinson Fort Jr.form of these equations is then derived rigorously by applying a standard perturbation argument to the equations of motion. We use the same problem formulation and essentially the same notation as in the previous chapter.作者: Efflorescent 時(shí)間: 2025-3-31 06:03 作者: Dungeon 時(shí)間: 2025-3-31 12:10
The Train Control Problem optimal driving strategy consisted of a . control sequence. Subsequent studies confirmed the optimality of this control sequence for short journeys, and showed that a speed-hold phase should be included on longer journeys.
