Design of an optimised wheel profile for rail vehicles operating on two track gauges

This paper sets out an optimum synthesis methodology for wheel profiles of railway vehicles in order to secure good dynamic behaviour with different track configurations. Specifically, the optimisation process has been applied to the case of rail wheelsets mounted on double gauge bogies, that move over two different gauges, which also have different types of rail: the Iberian gauge (1668 mm) and the UIC gauge (1435 mm). Optimisation is performed using Genetic Algorithms and traditional optimisation methods in a complementary way. The objective function used is based on an ideal equivalent conicity curve which ensures good stability on straight sections and also proper negotiation of curves. To this end the curve is constructed in such a way that it is constant with a low value for small lateral wheelset displacements (with regard to stability), and increases as the displacements increase (to facilitate negotiation of curved sections). Using this kind of ideal conicity curve also enables a wheel profile to be secured where the contact points have a larger distribution over the active contact areas, making wear more homogeneous and reducing stresses. The result is a wheel profile with a conicity that is closer to the target conicity for both gauges studied, producing better curve negotiation while maintaining good stability on straight sections of track. The paper shows the resultant wheel profile, the contact curves it produces, and a number of dynamic analyses demonstrating better dynamic behaviour of the synthesised wheel on curved sections with respect to the original wheel.

Towed vehicles: undulating platforms as tools for maping coastal processes and water quality assessment, Seaside, California, February 5-7,2007. Workshop proceedings

The Alliance for Coastal Technologies (ACT) Workshop on Towed Vehicles: Undulating Platforms As Tools for Mapping Coastal Processes and Water Quality Assessment was convened February 5-7,2007 at The Embassy Suites Hotel, Seaside, California and sponsored by the ACT-Pacific Coast partnership at the Moss Landing Marine Laboratories (MLML). The TUV workshop was co-chaired by Richard Burt (Chelsea Technology Group) and Stewart Lamerdin (MLML Marine Operations). Invited participants were selected to provide a uniform representation of the academic researchers, private sector product developers, and existing and potential data product users from the resource management community to enable development of broad consensus opinions on the application of TUV platforms in coastal resource assessment and management. The workshop was organized to address recognized limitations of point-based monitoring programs, which, while providing valuable data, are incapable of describing the spatial heterogeneity and the extent of features distributed in the bulk solution. This is particularly true as surveys approach the coastal zone where tidal and estuarine influences result in spatially and temporally heterogeneous water masses and entrained biological components. Aerial or satellite based remote sensing can provide an assessment of the aerial extent of plumes and blooms, yet provide no information regarding the third dimension of these features. Towed vehicles offer a cost-effective solution to this problem by providing platforms, which can sample in the horizontal, vertical, and time-based domains. Towed undulating vehicles (henceforth TUVs) represent useful platforms for event-response characterization. This workshop reviewed the current status of towed vehicle technology focusing on limitations of depth, data telemetry, instrument power demands, and ship requirements in an attempt to identify means to incorporate such technology more routinely in monitoring and event-response programs. Specifically, the participants were charged to address the following: (1) Summarize the state of the art in TUV technologies; (2) Identify how TUV platforms are used and how they can assist coastal managers in fulfilling their regulatory and management responsibilities; (3) Identify barriers and challenges to the application of TUV technologies in management and research activities, and (4) Recommend a series of community actions to overcome identified barriers and challenges. A series of plenary presentation were provided to enhance subsequent breakout discussions by the participants. Dave Nelson (University of Rhode Island) provided extensive summaries and real-world assessment of the operational features of a variety of TUV platforms available in the UNOLs scientific fleet. Dr. Burke Hales (Oregon State University) described the modification of TUV to provide a novel sampling platform for high resolution mapping of chemical distributions in near real time. Dr. Sonia Batten (Sir Alister Hardy Foundation for Ocean Sciences) provided an overview on the deployment of specialized towed vehicles equipped with rugged continuous plankton recorders on ships of opportunity to obtain long-term, basin wide surveys of zooplankton community structure, enhancing our understanding of trends in secondary production in the upper ocean. [PDF contains 32 pages]

Ground water-surface water interactions sensor technology, Savannah, Georgia, March 7-9, 2005: workshop proceedings

The Alliance for Coastal Technologies (ACT) held a Workshop on Sensor Technology for Assessing Groundwater-Surface Water Interactions in the Coastal Zone on March 7 to 9,2005 in Savannah, GA. The main goal of the workshop was to summarize the general parameters, which have been found to be useful in assessing groundwater-surface water (GW-SW) interactions in the coastal zone. The workshop participants (Appendix I) were specifically charged with identifying the types of sensor systems, if any, that have been used to obtain time-series data and to make known which parameters may be the most amenable to the development/application of sensor technology. The group consisted of researchers, industry representatives, and environmental managers. Four general recommendations were made: 1. Educate coastal managers and agencies on the importance of GW-SW interactions, keeping in mind that regulatory agencies are driven by a different set of rules than researchers: the focus is on understanding the significance of the problem and providing solutions. ACT could facilitate this process in two ways. First, given that the research literature on this subject is fairly diffuse, ACT could provide links from its web site to fact sheets or other literature. Second, ACT could organize a focused meeting for managers and/or agency groups. Encourage development of primary tools for quantifying flow. The most promising technology in this respect is flow meters designed for flux chambers, mainly because they should be simple to use and can be made relatively inexpensively. However, it should be kept in mind that they provide only point measurements and several would need to be deployed as a network in order to obtain reliable flow estimates. For evaluating system wide GW-SW interactions, tools that integrate the signal over large areas would be required. Suggestions include a user-friendly hydrogeologic models, keeping in mind that freshwater flow is not the entire story, or continuous radon monitors. Though the latter would be slightly more difficult to use in terms of background knowledge, such an instrument would be low power and easy to operate and maintain. ACT could facilitate this recommendation by identifying funding opportunities on its web site and/or performing evaluations of existing technologies that could be summarized on the web site. (pdf contains 18 pages)

Experimental Demonstration Of A New Concept Of Drag Reduction And Thermal Protection For Hypersonic Vehicles

A new idea of drag reduction and thermal protection for hypersonic vehicles is proposed based on the combination of a physical spike and lateral jets for shock-reconstruction. The spike recasts the bow shock in front of a blunt body into a conical shock, and the lateral jets work to protect the spike tip from overheating and to push the conical shock away from the blunt body when a pitching angle exists during flight. Experiments are conducted in a hypersonic wind tunnel at a nominal Mach number of 6. It is demonstrated that the shock/shock interaction on the blunt body is avoided due to injection and the peak pressure at the reattachment point is reduced by 70% under a 4A degrees attack angle.

Configuration optimization of hypersonic vehicles under transitional flow conditions

The rarefied gas effects on several configurations are investigated under hypersonic flow conditions using the direct simulation Mont Carlo method. It is found that the Knudsen number, the Mach number, and the angle of attack all play a mixed role in the aerodynamics of a flat plate. The ratio of lift to drag decreases as the Knudsen number increases. Studies on 3D delta wings show that the ratio of lift to drag could be increased by decreasing the wing thickness and/or by increasing the wing span. It is also found that the waveriders could produce larger ratio of lift to drag as compared with the delta wing having the same length, wing span, and cross section area.