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Procedia - Social and Behavioral Sciences 186 (2015) 573 581

5th World Conference on Learning, Teaching and Educational Leadership, WCLTA 2014

Influence Resistance at Advancing on Fuel Consumption for

Vehicles that use an Internal Source of Energy
Sorin Arsenea, Ioan Sebeana, Adrian Certanb, Gabriel Popaa*
a

University POLITEHNICA of Bucharest, Department of Railway Rolling Stock, Splaiul Independenei 313, 060042, Bucharest, Romania
b
Renault Tehnologie Roumanie, Depart Equipment, Division Bodywork, Bucharest, Romania

Abstract
In the case of railway traction, an analysis on the influence the running resistance about the fuel consumption for the motors
vehicles equipped with an internal source of energy(diesel engine or gas turbine) is necessary and from the perspective of the
optimal way of their exploitation. This paper aims to determine the influence they have the aerodynamic phenomena on the
running resistance and therefore to the fuel consumption, in case of traction vehicles equipped with diesel motors which are
operated by the railway companies in Romania. To achieve the study, we considered the following vehicles: diesel electric
locomotives LDE 060 DA of 2100 CP, LDE 060 DD of 4000 CP, LDE 060 EGM of 2100 CP, Carpathia DEM of 2300 CP and
railcar Siemens Desiro. The calculation of fuel consumption is achieved in case of a path segment with a length of 1000m. In this
sector, the above-mentioned vehicles were analyzed in three distinct situations: when moving with the maximum design speed
kept constant; when towing of maximum tonnage when moving a constant speed; and when it is in the process of starting. This
article is developed in the programs postdoctoral studies at the University Politehnica of Bucharest.
2015
2015The
TheAuthors.
Authors.
Published
Elsevier

Published
by by
Elsevier
Ltd.Ltd.
This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of Academic World Education and Research Center.
Peer-review under responsibility of Academic World Education and Research Center
Keywords: the running resistance; the fuel consumption; the rail vehicles with diesel motors

1. Introduction
During the movement of the engines railway vehicles (such as diesel locomotives or railcars) about their, acting
on the one hand the traction force developed by electric motors and on the other hand, the amount of resistance

Gabriel Popa. Tel.: +3-232-345-3453 .

E-mail address: gabi21popa@yahoo.com

1877-0428 2015 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of Academic World Education and Research Center
doi:10.1016/j.sbspro.2015.04.188

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forces that oppose the movement in the desired direction. These forces must be smaller or equal to the threshold
limit of adhesion of wheel rail contact
Mathematical relationship that describes the movement of vehicles between two points of the railway sector in
traction, can be written according to the thrust, the total resistance at advancing and limit force of adhesion contact
wheel rail as (Chiriac, 2002; Lukaszewicz, 2001; Arsene, 2013; Hong-qi, 2009; Orellano & Schober, 2006) as
follows

F0v   Rt v  d Fav 

(1)

The sum of resistance forces encountered by a vehicle during driving in alignment and plane is dependent on a
number of friction such as: friction on the axles bearings, rolling and / or sliding friction, road surface friction, air
friction, between the collector current (patina, pantograph) and contact line, etc.
General formula used of the vehicles resistance to motion is named W.J. Daviss relationship. This mathematical
expression may be described as a polynomial function of the second degree as specified in the papers (Arsene, 2013;
Raghunathan, Kim & Setoguch, 2002; Nicola & Cismaru, 2011; SYSTRA, 2011; Lukaszewicz, & Andersson, 2009;
Lukaszewicz, Andersson, 2009; Winter, Knig, Kopp, Dittus & Holger, 2012)

Rt=A+B v+C v 2 >N @

(2)

Where: Rt - Total resistance to motion of the vehicle; A - Mechanical rolling resistances caused by the axle
loads; B v - Non-aerodynamic drag; C v 2 - Aerodynamic drag; v - Speed of the vehicle.
By reporting this resistance to vehicle weight will get specific resistance to motion (relation 3):

rt=

Rt
m g

N
a+b v+c v 2
kN

(3)

The coefficients A, B, C respectively, a, b and c are obtained experimentally, and they are characteristics of each
type of vehicle in part. To exemplify this in the case of engine railway vehicles with internal energy source we
presented some values of the coefficients in Table 1 Davis, found in the literature (Lukaszewicz, 2001; Arsene, 2013;
LI, Dong, JI & Zhang, 2012; Orellano, 2010; Orellano, 2012; Arsene & Sebean, 2014)
Experimental determination of the values coefficients from formula of the resistance to motion can be achieved
by three methods: traction method, torque method or traction bar and the method of launching free or deceleration
method. (Chiriac, 2002; Arsene, 2013)
Table 1. The values coefficients of the resistance to motion for railway vehicles with Diesel engine
Vehicles type
Locomotive LDE 060 DA (120[t]) 2100CP
Locomotive LDE 060DD (123[t]) 4000CP
Locomotive Carpathia DE M (115[t])
2300CP
Locomotive LDE 060 EGM (116[t])
2100CP
Siemens Desiro Railcar (80 t)
Locomotive LDE 060 DA (120[t]) 2100CP
4-axes loaded single-deck wagon (average
50t)

[N/(km/h)]

[N/(km/h)2]

2450,4
3185,7
4161,574

9,84
9,84
11,4929

4047,8375
1557,7
2450,4
809,325

A [N]

a [N/t]

b [(N/(km/h))/t]

c [(N/(km/h)2)/t]

0,3924
0,4059
0,46426

2,08155
2,64016
3,68885

0,008359
0,008155
0,010187

0,000334
0,000336
0,000412

10,8106

0,45518

3,5571

0,0095

0,0004

12,8
9,84
0

0,40108
0,3924
0,12263

1,98484
2,08155
1,65

0,01631
0,008359
0

0,000511
0,000334
0,00025

The percentage analysis of the components of the resistance to motion is the method also used in (Arsene, 2013;
Diedrichs, 2006). This allows an assessment of the variation power used in train traction respectively of the energy

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575

consumption. The specific of this type of analysis is that it depends on the type of each vehicle who composing the
train.
2. Numerical Processing
Given the Davis's constant values encountered in literature, for each vehicle analyzed we traced feature the specific
resistance to motion (Fig.1). Regarding traction characteristic of each motor vehicle they are present in Fig.2.
This analysis involves determining the components from formula of the resistance to motion (mechanical
resistance, non-aerodynamic resistance and aerodynamic resistance) then have to report them to the total value of
resistance in order to determine the percentage that each occupies.
Applying this method of analysis of the influence coefficients Davis on resistance to motion for railway vehicles
engines analyzed, we obtained characteristic decomposition in Fig. 3. In terms of the weight of these components
resulted feature of Fig. 4.

Fig. 1. Specific resistances to motion for Diesel vehicles engines

Fig. 2. Characteristic of traction for a analyzed vehicles.

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Fig. 3. Distribution of the components of the resistance to motion for analyzed vehicle.

Fig. 4. Percentage distribution of the components of the resistance to motion for analyzed vehicle.

Analyzing the percentage distribution of the components of the resistance to motion (Figure 4) shows how the
share occupied by aerodynamic resistance increases with the speed of the motor vehicle and how it depends on the
characteristics of each vehicle.
If the thrust is constant and equal as value to the value of the resistance to motion can determine the minimum
power required for the vehicle to be able to move (relation 4). Once the determined power can achieve an estimate
on the minimum energy consumption (relation 5) on the track considered, as long as it does not change its
characteristics (slope or radius).
In this case we considered that vehicle is moving in alignment and plane (straight line without ruling gradients)
with a length of 1000m. This sector is covered with different speed values within the range delimited from 0km/h to
maximum speed, which is kept constant throughout the road.
Taking into account the lower calorific value (Pci) and density (U) fuel used (in this case diesel vehicles using the values
of Pci=42,569 MJ/kg and U=820 860 g/l) can be calculated minimum amount of fuel required to travel (relation 6)

P0

F0 v

Rt v >kW @

(4)

tf

P dt >kWh@

(5)

t0

Cc

E
>kg @ , Ccl
Pci

Cc
>l @
Pci

(6)

Sorin Arsene et al. / Procedia - Social and Behavioral Sciences 186 (2015) 573 581

577

Where: P0 - power used in traction; [kW] F0 - developed traction force; [N] v - appropriate speed force; E energy consumed; [kWh] t0 - The initial value of the time at which to start the analysis; [s] t f - The final value of
the time at which to end the analysis; [s]
The required power for moving for analyzed vehicles and its distribution according to the Davis's relationship is
shown in Fig. 5.a (for locomotives that have circulating maximum speed of 100 km/h) and Fig 5.b (for the rest of the
remaining cases). The share of total power components from total value is shown in Fig 6.a and fig 6.b

Fig. 5.a-b The required power in traction.

Fig. 6.a-b Percentage distribution of the components on power.

Determining energy consumption and hence fuel is made for movement in alignment and plane on the distance of
1km. The results for the energy consumption, for the fuel consumption and distribution thereof on the basis of the
relationship of Davis are shown in fig. 7. respectively fig. 8. Share of components for required energy and
corresponding fuel consumption are given in Figure 9 respectively Fig. 10.

Fig. 7. Required energy in traction for moving the vehicles analyzed

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Fig. 8. The fuel consumption in traction for moving the vehicles analyzed

Fig. 9. The fuel consumption in traction for moving the vehicles analyzed

Fig. 10. Percentage distribution of the components on minimum fuel consumption required for moving the vehicles engines analyzed

Minimum fuel consumption determinate by drag resistance at value maximum speed of travel of the vehicle
engine has a smaller share when it touches more than 100km/h.
Taking into account that in the case of conventional trains which are formed in the motor vehicle (locomotive)
and a number of towed vehicles (wagons), it will determinate variation to resistance to motion in function by type of
construction of the towed wagon and mass thereof . Accordingly minimum fuel consumption will suffer a variation
once with the resistance to motion.
To exemplify we considered situation determinate by of the passenger trains. The structure of the passenger trains
shall be in accordance with the regulations developed by the International Union of Railways by the UIC 540 sheet Air brakes for freight trains and passenger trains (UIC 540 , 2006). Within this sheet it is stipulated that: in case of
the rapid brake in the passengers regime the maximum number of the train axles is of 80. This corresponds to a
maximum of 20 wagons towed on 4 axles.
Based on these regulations stipulated by the UIC 540, we considered the situation where the train is composed
only of single-deck. We considered successively a number of wagons starting from 1 to a maximum of 20. So, for

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each type of train, consisting of a motor vehicle and a number of wagons ranging between 1 and 20 inclusive it has
resulted one distinct characteristic of the resistance to motion.
These resistance determined by the number of towed vehicles are shown in Figure 11.

Fig. 11. Distribution of resistance to motion of wagons hauled depending on their number

Applying the same model presented for motor vehicles will result one feature of the minimum fuel consumption
for each train consisting of four locomotives analyzed and the 20 distinct ways of coupling the wagons. In case of
towing the maximum tonnage for a locomotive in passenger traffic the distribution minimum fuel consumption and
percentage variation of these components is shown in Fig. 12 respectively Fig 13

Fig. 12. The distribution minimum fuel consumption in case of towing for a passenger train with maximum tonnage

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Fig. 13. Percentage distribution of the components for minimum fuel consumption in case of towing for a passenger train with maximum tonnage

As can be seen from the percentage distribution of minimum fuel consumption for passenger train with maximum
tonnage (fig. 13) and for the motor vehicle examined (fig. 10), the influence of towed vehicles is one significant that
almost cancels any difference between trains formats. Aerodynamic feature becomes predominant over values of
speed about 80km
3. Conclusions
In a quick analysis of the characteristic resulted and presented in this paper can be seen that:
- The characteristic of resistance to motion (see Figure 1 and Figure 11) directly influence minimum fuel
consumption for vehicles railway engine through necessary power and energy;
- The share of drag resistance from total resistance value becomes significant for speeds above 85km/h for
passenger train hauled by the diesel locomotive (Fig. 13) and the 65km/h in the case of Siemens Desiro motorcar
(see fig. 10);
- In case of the locomotives running with a top speed of 100km/h the share of the drag resistance from total value
of resistance when moving isolated or when trailer a train passenger is not significant, even so value exceeds 50%;
- Comparing consumption for both conventional trains and motor vehicles analyzed and loaded with maximum
towing capacity, regulated, it is found that the values of the minimum amount of fuel required to moving (see Figure
8 and Figure 12), both in maximum speed and other partial travel speeds are much lower for Siemens Desiro. It is
true that the mass transported is much diminished, even so fuel consumption values obtained are much lower than in
other vehicles engines. It is arriving even the half of some of them.
In conclusion we can say that the use of vehicles with easy adaptability to the requirements of passenger traffic is
a much better alternative in terms of operating costs for rail transport companies than composing of trains with large
tonnages that cannot serve a vast territorial area.
Acknowledgements
This work is supported by the Sectorial Operational Programme Human Resources Development (SOP HRD),
financed from the European Social Fund and the Romanian Government under the contract number
POSDRU/159/1.5/S/137390

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