By D Klamt;Rudolf Lauber;International Federation of Automatic Control.;International Federation for Information Processing.;International Federation of Operational Research Societies.;All authors
Read Online or Download Control in transportation systems : proceedings of the 4th IFAC/IFIP/IFORS Conference, Baden-Baden, Federal Republic of Germany, 20-22 April 1983 PDF
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Extra info for Control in transportation systems : proceedings of the 4th IFAC/IFIP/IFORS Conference, Baden-Baden, Federal Republic of Germany, 20-22 April 1983
Sample text
To this end , they have available to them a great amount of information and remote control faci lities enabling them for instance to initiate the switching over to redundant equipment or to take over from certain automatic devices. Information for passengers and the control of their behaviour are provided by inter phone and closed-circuit television networks . The se l inks enable the passengers to get in touch with the PCC . M. 4. Pl agnol SAFETY AND AVAILAB ILITY As regards safety , integral automation does not pose any new problem .
0 MN/m, = 12 sec . me 99800 kg , n2 0 . 929 m2 c 0 . 203 MN sec/m , ' The train is required to accelerate from 56 . 3 to 64 . 4 km/hr in 90 seconds when it is running uphill . It is required to deceler ate from 64 . 4 to 56 . 3 km/hr in 90 seconds when it is going downhil l . The off-line open loop s chedule and the decentralized self-tuning adap tive throttling control Self- tuning Control of Long Freight Trains 29 control scheme with Q = 0 . 1 were simulated . The performance of both s chemes are listed in table 1 .
V E LO C I T Y Fig . 2 . Fig . 1 . Modelled t rain membe r i The following a s s ump t ions are made for the s imp l i f i c a t ion o f the dynamic s : 1. Non - lineari t i e s of couplers and inputs are neglected . 2. All lo como t ives have the s ame mas s mL and all cars have the s ame mas s m e . 3. All couplers have the s ame s pring cons t ant k and the s ame damping co e f ficient c 4. The configurat ion of the t rain i s symmet ric with t h e l ocomo tives located ( k m/h) Aerdynamic Drag Forces and Rolling Res is tance Curves To s impl i fy the controller d e s i gn , the train model is linearized around the nominal values of spee d , brake pres sure and inputs .