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William W. Hay Railroad Engineering Seminar

William W. Hay Railroad Engineering Seminar. Simulation Modeling of Vehicle-Track Interaction in Swedish Heavy Axle Load Iron Ore Wagons Sebastian Stichel KTH Royal Institute of Technology, Stockholm, Sweden University of Illinois at Urbana-Champaign 12:15 - 1:30 PM • 26 April 2013

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William W. Hay Railroad Engineering Seminar

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  1. William W. Hay Railroad Engineering Seminar Simulation Modeling of Vehicle-Track Interaction in Swedish Heavy Axle Load Iron Ore Wagons Sebastian Stichel KTH Royal Institute of Technology, Stockholm, Sweden University of Illinoisat Urbana-Champaign 12:15 - 1:30 PM • 26 April 2013 2311 Yeh Center NCEL Sponsored by National University Rail Center A US DOT RITA University Transportation Center

  2. KTH Railway Group Key activities: • Research, graduate and postgraduate education • Courses for professional engineers • Seminars • Consulting KTH Railway Group Centre for Research and Education in Railway Technology

  3. Eskilstuna-Stockholm Strängnäs Läggesta Nykvarn Södertälje syd Flemingsberg Eskilstuna C Kjula Almnäs Barva Härad Malmby Grundbro v ö Åkers styckebruk Järna Flen 43 115 105 98 90 83 80 75 73 67 50 36 0 15 Cost effective bridges KTH Railway Group Machine design Traffic and Logistics Rail Vehicles Electric Energy Conversion (Light and with gooddynamic and acousticcomfort) StructuralEngineering and Bridges soil-steelcompositerailway bridges KTH Railway Group Centre for Research and Education in Railway Technology

  4. Graduate education • Vehicle System Technology, 8 credits • Rail Vehicle Technology, 7.5 credits • Rail Vehicle Dynamics, 8 credits • Railway Traffic - Market and Planning, Basic Course, 7.5 credits • Railway Traffic - Market and Planning, Advanced Course, 7.5 credits • Railway Signalling System, 7.5 credits • Railway Signalling System – Reliability, 7.5 credits • Railway Signalling System - Project Planning, 7.5 credits • Train Traffic Simulation, 7.5 credits • Road and Railway Track Engineering, 7.5 credits • Operation and maintenance of Railways, 7.5 credits • Electric Traction, 6 credits KTH Railway Group Centre for Research and Education in Railway Technology

  5. Simulation Modeling of Vehicle-Track Interaction in Swedish Heavy-Axle-Load Iron Ore Wagons Saeed Hossein Nia, Sebastian StichelFebruary 26, 2013

  6. Background to the project • Reducefrequency of Rolling Contact Fatigue • Optimizewhel and railprofiles to minimzemaintenancecost • Furtherincrease of axleload to 35 ton • Increasevehicle speed to increaselinecapacity • Build a Multibody simulation model (GENSYS) KTH Railway Group Centre for Research and Education in Railway Technology

  7. Background • The Iron Ore Line (Swedish: Malmbanan) is around 500 km. • The bogie type is Amsted motion control M976 with load sensitive friction damping. • Wagons are so called Fanoo: • Axle load: 30 tons • Vehicle speed: • Loaded: 60 Km/h • Empty: 70 km/h • Number of wheel injuries (RCF) rises dramatically in winter time KTH Railway Group Centre for Research and Education in Railway Technology

  8. Wehave modelled manyfreight cars before Double-link TF25SA TF25 Y25 G70 Unitruck KTH Railway Group Centre for Research and Education in Railway Technology

  9. Assumptions • Bodies (car body, bolster, side frames, wheelset, wheels) are stiff bodies, • Side bearers has always contact with car body, • Wedges – massless elements, • Contact between bolster and wedge – one dimensional friction block, • Contact between wedge and side frame – two dimensional friction block, • Adapter Plus – rubber elements with high stiffness in vertical direction, • Clearances between elements are implemented in model (bolster-side frame, axel-side frame, etc,...) KTH Railway Group Centre for Research and Education in Railway Technology

  10. The three-piecebogie Bolster – Side Frame 7 outer – D5 5 inner – D5 • ASF M975 Motion control Wedge – Side Frame Outer - 5062 Inner - 5063 KTH Railway Group Centre for Research and Education in Railway Technology

  11. Simulation model Simulation model of ironorewagon with threepiecebogie KTH Railway Group Centre for Research and Education in Railway Technology

  12. Modellingfrictiondamping One dimensional friction block Saint Venant element KTH Railway Group Centre for Research and Education in Railway Technology

  13. Saint Venant element Force – deflectioncurve KTH Railway Group Centre for Research and Education in Railway Technology

  14. Warpingstiffness • Variable rail profiles • Stiffer Vehicle by adding a yaw damper in the secondary suspension (simulating the warping stiffness) Warp moment [in-kips] 1500 0 -1500 -10 0 10 20 Warp angle [mrad] KTH Railway Group Centre for Research and Education in Railway Technology

  15. Modelvalidation Empty Vehicle ( Carbody centre of gravity-acceleration) Measurement Lateral Direction Simulation Longitudinal position on the track [Km] Measurement Vertical Direction Simulation Longitudinal position on the track [Km] KTH Railway Group Centre for Research and Education in Railway Technology

  16. Modelvalidation Frequency domain- Q forces PSD PSD of Q111r, [kN2/(Hz)] PSD of Q111l, [kN2/(Hz)] Measurement Simulation Measurement Simulation Frequency [Hz] Frequency [Hz] PSD of Q112r, [kN2/(Hz)] PSD of Q112l, [kN2/(Hz)] Measurement Simulation Measurement Simulation Frequency [Hz] Frequency [Hz] KTH Railway Group Centre for Research and Education in Railway Technology

  17. Modelvalidation Time domain - Y forces KTH Railway Group Centre for Research and Education in Railway Technology

  18. Getting to the roots of RCR • Concrete sleepers compared to wooden sleepers • The wheel-rail coefficient of friction • New and worn wheel profiles • Seasonal variations of the track stiffness • Track gauge High normal stress • Low conicity and speed Resonance between the carbody and the hunting frequency • Sleeper distance of 65 cm Resonance between the bolster and the sleeper passing frequency KTH Railway Group Centre for Research and Education in Railway Technology

  19. Surface initiatedfatigue Normalisedverticalload, P˳/K • Plastic shake down (LowCycleFatigue) • For fatigue lives shorter than 10^4 cycles. • The LCF life is normallypreedicted by the magnitude of the strainamplitude. • Ratcheting • The plastic deformation will remain unstable and there will be an incremental strain growth at each load cycle. UtilisedFrictionCoefficient A. Upperbound to elasticshakedown limit BC. Upperbound to plastic shakedown limit E. Elastic limit ...Lowerbound to elastic limit KTH Railway Group Centre for Research and Education in Railway Technology

  20. Surface initiatedfatigue Due to the longitudinal direction of the creep forces, the fluid can get entrapped in a crack on the inner wheels and on the outer rail in a curve. The creep force causes the crack to open and therefore the fluid can get in. KTH Railway Group Centre for Research and Education in Railway Technology

  21. Concrete sleeperscompared to woodensleepers Trackmodel Wooden sleeper track measurement Concrete sleeper track measurement Simulated track KTH Railway Group Centre for Research and Education in Railway Technology

  22. Concrete sleeperscompared to woodensleepers M Normalised vertical load, P˳/K Track Model • 20 Hz Low pass filtered • Curve radius 476 m. • Friction coefficient 0.4. Utilised Friction Coefficient KTH Railway Group Centre for Research and Education in Railway Technology

  23. Normalised vertical load, P˳/K Seasonal variation of trackstiffness Utilised Friction Coefficient The vertical rail-track stiffness (Kzrt) and viscous damping (Czrt) are reduced and increased by a factor of ten. No significant difference is observed regarding RCF and the wear number. Moreover, there has not been any study showing that the frequency of the forces affects the RCF of the wheels. Normal Contact forces Tangential creep forces 23 2013-04-26 KTH Railway Group Centre for Research and Education in Railway Technology

  24. Influence of wheel profile (WP4) Normalised vertical load, P˳/K Worn and Original wp4 wheelprofile UtilisedFrictionCoefficient Worn New KTH Railway Group Centre for Research and Education in Railway Technology

  25. Wheel-railcoefficient of friction Depends on: • Rail Temperature • Passing axle number • Humidity • Tribologicalsurface condition: roughness, hardness,… KTH Railway Group Centre for Research and Education in Railway Technology

  26. Wheel-railcoefficient of friction kN Curve radius Dependency of the longitudinal creep forces on the wheel-rail friction coefficient Dependency of the lateral creep forces on the wheel-rail friction coefficient KTH Railway Group Centre for Research and Education in Railway Technology

  27. Wheel-railcoefficient of friction Curve radius=300- 400 m KTH Railway Group Centre for Research and Education in Railway Technology

  28. Wheel-railcoefficient of friction Curve radius=300- 400 m KTH Railway Group Centre for Research and Education in Railway Technology

  29. Track gauge Track gauge distribution in Sweden and Norway Sweden Norway % % Track Gauge [mm] Track Gauge [mm] KTH Railway Group Centre for Research and Education in Railway Technology

  30. Track gauge KTH Railway Group Centre for Research and Education in Railway Technology

  31. Track gauge R=376m V=60km/h m=0.5 KTH Railway Group Centre for Research and Education in Railway Technology

  32. Track gauge R=376m V=60km/h m=0.5 KTH Railway Group Centre for Research and Education in Railway Technology

  33. Track gauge R=376m V=60km/h m=0.5 KTH Railway Group Centre for Research and Education in Railway Technology

  34. Track gauge R=376m V=60km/h m=0.5 KTH Railway Group Centre for Research and Education in Railway Technology

  35. Track gauge R=376m V=60km/h m=0.5 KTH Railway Group Centre for Research and Education in Railway Technology

  36. Conclusions • The effect of both concrete and wooden sleeper track on the wear number and RCF probability is studied and it does not show any significant difference. • The new wheel profile is more vulnerable regarding RCF. • A parametric study applied on the wheel-rail friction coefficient shows its significant impact on the RCF. This dependency is even more pronounced with larger track irregularities. • The effect of seasonal variations of track stiffness is investigated, and it cannot be concluded that it is the main reason for severe RCF during winter. • RCF will happen on the tread of the inner wheels while negotiating curves below approximately 450 m radius KTH Railway Group Centre for Research and Education in Railway Technology

  37. Increased speed Measurement, 65 km/h KTH Railway Group Centre for Research and Education in Railway Technology

  38. Increased speed Simulation, 70 km/h KTH Railway Group Centre for Research and Education in Railway Technology

  39. Thank you very much for your attention Saeed Hossein Nia, Sebastian StichelRoyal Institute of Technology(KTH) Road & Rail Vehicles Division Teknikringen 8 10044 Stockholm Mobile: +46 (0)723177310nsho@kth.se

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