- Email: [email protected]
Virtual software testing and certification of railway vehicle from the point of view of their dynamics
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Transportation Research Procedia 00 (2019) 000–000 Available online at www.sciencedirect.com Transportation Research Procedia 00 (2019) 000–000
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Transportation Research Procedia 40 (2019) 729–736 www.elsevier.com/locate/procedia
13th International Scientific Conference on Sustainable, Modern and Safe Transport 13th International 2019), Scientific Conference on Sustainable, and Safe Transport (TRANSCOM High Tatras, Novy Smokovec –Modern Grand Hotel Bellevue, (TRANSCOM 2019),Slovak High Tatras, Novy Smokovec – Grand Hotel Bellevue, Republic, May 29-31, 2019 Slovak Republic, May 29-31, 2019
Virtual software testing and certification of railway vehicle from Virtual software testing and certification of railway vehicle from the point of view of their dynamics the point of view of their dynamics Seweryn Koziak*, Andrzej Chudzikiewicz, Michał Opala, Rafał Melnik Seweryn Koziak*, Andrzej Chudzikiewicz, Michał Opala, Rafał Melnik Warsaw University of Technology, Faculty of Transport, Koszykowa 75, 00-662 Warsaw, Poland Warsaw University of Technology, Faculty of Transport, Koszykowa 75, 00-662 Warsaw, Poland
Abstract Abstract The paper presents selected tests that must be performed in the process of releasing to service of a rail vehicle. The research has The selected tests must be performed in the process releasing to service of a railGvehicle. The research beenpaper done presents in compliance with thethat requirements of the TSI. 4.2.3.5. andofAnnex R, UIC 530-2 Annex in the framework of has the simulation performed use of authors’ own simulation created in Matlab Simulink. is focused been done studies in compliance withwith the of requirements of the TSI. 4.2.3.5. software and Annex R, UIC 530-2 Annex G inThe theresearch framework of the simulation studies performed with tests of useofofa authors’ own simulation software in Matlabfor Simulink. The research is focused on the procedures and dynamical freight wagon Eanos series, type created 445W designed use on railway lines with track on theof procedures dynamical testsrail of asystem. freightRegardless wagon Eanos series, 445W forrelevant use on railway linesand with track width 1435 mm and in the conventional of the type type of entry intodesigned service, all subsystems vehicle systems tested. obtained results showed new possibilities not of only in the area of building models of multibody width ofmust 1435be mm in theThe conventional rail system. Regardless of the type entry into service, all relevant subsystems andsystems vehicle systems bebe tested. Theout obtained showed new possibilities only in the area of building models of multibody systems but also must tests to carried in orderresults to assess correctly running gearnot designs. but also tests to be carried out in order to assess correctly running gear designs. © 2019 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published byof Elsevier B.V. committee of the 13th International Scientific Conference on Sustainable, Peer-review under responsibility the scientific Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Peer-review under responsibility of the scientific Modern (TRANSCOM 2019). Modern and and Safe Safe Transport Transport (TRANSCOM 2019).committee of the 13th International Scientific Conference on Sustainable, Modern and Safe Transport (TRANSCOM 2019). Keywords: rail vehicle, multibody system dynamics, the process of relese, research of railway vehicles Keywords: rail vehicle, multibody system dynamics, the process of relese, research of railway vehicles
1. Introduction 1. Introduction Rail vehicles prior to putting into exploitation are subjected to the approval tests carried out in accordance with Rail vehicles prior to putting intoalso exploitation areofsubjected to the of approval tests carried in accordance with normative documents. This applies in the case modernization rail vehicles and theout scope of the approval normative documents. Thisofapplies also in importance the case of of modernization of rail vehicles scopeeffect of the tests depends on the range modification, the implemented changes, as and wellthe as their onapproval running tests depends on the against range ofderailment. modification, importance of the implemented changes, as well as their effect on running behavior and safety behavior and safety against derailment.
* Corresponding author. Tel.: +48-22-234-5406. address:author. [email protected] * E-mail Corresponding Tel.: +48-22-234-5406. E-mail address: [email protected] 2352-1465 © 2018 The Authors. Published by Elsevier B.V. Peer-review©under responsibility of the scientific committee 2352-1465 2018 The Authors. Published by Elsevier B.V. of the 13th International Scientific Conference on Sustainable, Moder n and Safe Transport (TRANSCOM 2019). Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Moder n and Safe Transport (TRANSCOM 2019). 2352-1465 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Modern and Safe Transport (TRANSCOM 2019). 10.1016/j.trpro.2019.07.103
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Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al./ Transportation Research Procedia 00 (2019) 000–000
Safety assessment in terms of risk assessment and valuation is carried out independently by the vehicle’s operator and infrastructure operator. Aim of the tests and research is to verify whether the product meets the so-called essential requirements relating to: • • • • •
Safety Reliability and availability Environmental protection Technical compatibility Protection of persons with restricted mobility
Variation of tests depending on the type of the release to service also takes into account the requirements of the socalled open points and specific cases set out in the Technical Specifications for Interoperability (TSI). Research for the purposes of release to service shall be carried out on the basis of European standards, national standards of UIC, or on the basis of research reports prepared by national authorities for the safety of the National Safety Administration. The test shall be carried out by the authorized bodies on the basis of the accreditation granted by Polish Centre for Accreditation (PCA) and the notification given by the national authority Office of Rail Transport (UTK). 2. The process of release to service in Polish regulations The legal basis for release of the certificate is the Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the community. In the certificate are according to which module the vehicle is assessed on the basis of the ‘Rolling stock TSI freight wagons’ and ‘TSI Safety in railway tunnels’. The certificate specifies all necessary information related to the product (a vehicle), and these include: • Technical specification of the vehicle • List of the technical documentation and the design of the vehicle • Information whether a vehicle has the ability to use of the interoperability constituents with the same parameters on the basis of the EC Certificate issued by a notified body • List of the Declaration of conformity of the interoperability constituents • List of legislation used in the assessment • List of standards, report cards used in the test procedure of the vehicle concerned • List of reports, studies, after the research • List of calculations, analyses used in the assessment • Summary of the interoperability constituents with the type and technical documentation In the case that one essential requirement has not been changed, such a vehicle is incompatible with the TSI. A detailed study to clarify the test procedures set out in the regulation of the Minister of infrastructure and construction of 21 April 2017 on the interoperability of the rail system. Presented research is among many proposed in the standards, UIC and other normative documents. TSI refers to the normative documents that allow using, in some cases, simulation software instead of tests performed on a real vehicle. Such the example are analysis of stress or fatigue of e.g. bogies and body, as well as dynamical tests of running gear – EN 14363. The use of MBS (multibody systems) software enables accurate analysis of vehicle dynamics in unfavorable conditions. Simulation tests should be carried to analyze a prototype of the vehicle or modernized vehicle. Testing is important in assessing modifications, and to what extent running safety has been increased or reduced. The important arguments that justify the use of MBS software are: simulation of different conditions, reduction of time needed for the test the exploitation conditions which translate also into lower cost of the tests. Apart from running behavior assessment, MBS software may include procedures for wheels wear prediction using different models.
Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al. / Transportation Research Procedia 00 (2019) 000–000
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3. Characteristics of simulation software Testing of a railway vehicle in the process of releasing to service is carried out at the stage of issuing the Declaration of Design Project Verification. The Declaration of Design Project Verification includes virtual tests with the use of simulation software, for example finite element method FEM or also MBS multibody systems. The presented study focuses on the approval tests of rail vehicles from the point of view of their dynamics. In this case, the aim of simulation research is to obtain values of physical quantities such as displacements, accelerations, forces, etc. measured in the specified points of a vehicle. For this purpose an author’s simulation software has been developed which allows performing simulations of rail vehicles dynamics. The software is based on Matlab Simulink programming environment and its characteristic feature is comprising a predefined simulation scenarios which are derived from the normative documents (with specified routes and vehicle speed) and automatically generates reports from the analyzes. Apart from predefined scenarios, the software has also a possibility of defining own simulation scenarios, what in general leads to creation of test routes. Essentially, the track is modelled as non-deformable (stiff) and may consist of tangent sections, transition curves, regular curves and cant. Optionally, track irregularities can be applied including lateral irregularities of the left and right rail, vertical irregularities of the track centerline and local cant. Modelling of a rail vehicle in the developed software is based on multibody simulation (MBS) approach. The vehicle model is consists of the inertial elements which are connected by means of massless suspension elements – springs and dampers. These main components of the model, represented by lumped masses, are: wheelsets, bogies, vehicle body. Graphical user interface of the developed software is presented in Fig. 1 showing setting parameters of a vehicle (left) and preview of a modelled route (right).
Fig. 1. Graphical interface of the simulation tool.
Position of the inertial elements if described by the following generalized coordinates (Table 1): Table 1. Basic technical parameters of the wagon series Eanos 445W type No.
Coordinate
Wheelset
Bogie
Body
1
Yaw angle
i
bj
c
2
Pitch angle
i
bj
c
3
Roll angle
bj
c
4
Lateral displacement
ybj
yc
5
Vertical displacement
zb
zc
yi i=1, 2,3, 4
i=1,2
Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al./ Transportation Research Procedia 00 (2019) 000–000
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Vibrating motion of the whole vehicle model can be described by the set of ordinary differential equations. It is assumed that vibrations of individual inertialelements of the vehicle relative to the reference system are small, thus such the system can be presented in an linearized form by as shown e.g. by Chudzikiewicz (2012):
where: M Dq̇ (t) Kq(t) F(t)
(1)
𝑴𝑴𝒒𝒒̈ (𝑡𝑡) + 𝑫𝑫𝒒𝒒̇ (𝑡𝑡) + 𝑲𝑲𝑲𝑲(𝑡𝑡) = 𝑭𝑭(𝑡𝑡) – symmetric matrix of inertia – vector representing the force dependent on velocity – vector representing the dependent forces of displacement – vector of external forces (moments)
An interface between a track (rails) and a vehicle is model of a wheel-rail contact. In the case of the presented software, it is assumed that there is permanent contact of the wheel with the rail. FASTSIM algorithm by Kalker (1986) was implemented in order to compute contact forces exerted in a wheel-rail interface. 4. Examples of research using computer simulation in the process of release to service In this section the selected results of virtual testing procedure, in the developed software, are presented. Analyses were performed with use of 445W Enaos – four-axle goods wagon. Table 2 shows the basic parameters of the vehicle. Table 2. Basic technical parameters of the wagon series Eanos 445W type. No.
Parameters
Value
1
Track gauge
1435 mm
2
Kinematic gauge
UIC 505-1
3
Length with buffers
14 040 mm
4
Width
3 040 mm
5
Height of the wagon from the railhead
3 290 mm
6
Length of the body
12 800 mm
7
Chassis width
2 800 mm
8
Carrying capacity
68 000 kg
9
Wagon weight
22 000 kg ± 2.5%
10
Max. empty wagon speed
120 km/h
11
Max. loaded wagon speed (22.5 t/axle)
100 km/h
12
Type of bogie
Y25Lsd or Y25Lsd1
The vehicle model has 27 degrees of freedom. Wheels are described by standard S1002 profile, whereas the adopted profile of the rails is UIC 60. In the simulation tests rails irregularities were implemented which corresponded to the two levels of track maintenance. Track maintenance classes based on EN14363 (2007) and Regulation of the Minister of Transport, Construction and Maritime Economy of December (2012) was divided into a track with very good (QN1) and sufficient (QN3) maintenance level. The values of nominal deviations for this track in the direction lateral ‘y’ and vertical ‘z’ can be found in EN14363 (2007), UIC 513R (1994), UIC 505-1 (2006). Fig. 2 shows an example of the vertical irregularities of the center line of the track. Fig.3 depicts wheel and rail profiles used in computer simulations.
Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al. / Transportation Research Procedia 00 (2019) 000–000
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Fig. 2. Example of the vertical irregularities of the center line of the track.
Fig.3. Wheel (left) and rail (right) profiles.
5. Assessment of running safety according to the UIC 530-2 cards annex G Research has been carried out in accordance with the TSI. 4.2.3.5. and Annex R, UIC 530-2 Annex G. The vehicle was verified to the pushing test – passing through arches inverse S-shaped with a radius of R = 150 m, connected with a straight section of length L = 6 m. The route profile is shown in Figure 4.
Fig. 4. Diagram of the test track with inverse curves according to the UIC530-2 card.
In accordance with the requirements before being put into exploitation the vehicle must be pushed through inverse, S-shaped curves of a radius R = 150 m, connected by a straight section of length L = 6 m. The longitudinal compressive force is in the range 100
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The main criterion for the acceptance in the test of running safety according to UIC 530-2 cards annex G is that the limit value of Y/Q which cannot be exceed. Simulations were carried out for speed V=10 km/h and for two levels of track maintenance, i.e. for a very good and sufficient condition of the track. The results of the test are presented as the plots of safety coefficient Y/Q, displacement of the center of mass of wheelsets, yaw angle of running of wheelsets in the function of displacement. Fig. 5 illustrates safety coefficient of the Y/Q coefficient of the first, second, third and fourth wheelsets for the right and left wheel.
Fig. 5. Safety coefficient of the Y/Q of the first, second, third and fourth wheelset for velocity V = 10 km/h – very good track condition.
Fig. 6 illustrates displacement of the center of mass and yaw angle of the first, second, third and fourth wheelsets as a function of distance. Simulations were performed for a very good track condition, the vehicle velocity was V=10km/h. The results of simulation tests presented in Fig. 5, Fig. 6 and Fig. 7 results of simulation tests of wagon pushing through the S-shaped inverse curves of radius R = 150 m, connected by a straight section of L = 6 m. These tests are carried out in accordance with the requirements specified in the VTS TSI point. 4.2.3.5 and Annex R, by UIC 530-2, Safety criterion of a vehicle with regard to the coefficient of friction μ = 0.36 and the angle of inclination of the wheel flange γ = 70° is 1.2. As the simulation results show, the limit value of Y/Q ≤ 1.2 was not exceeded. It should be noted that the measured values tend to increase in the case of insufficient maintenance of track.
Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al. / Transportation Research Procedia 00 (2019) 000–000
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Fig. 6. Lateral displacement and yaw angle of wheelsets for velocity V = 10 km/h – very good track condition.
Fig. 7 depicts derailment coefficient (Y/Q) obtained for sufficient track condition, the vehicle velocity V=10 km/h.
Fig. 7. Safety coefficient of the Y/Q, V = 10 km/h – sufficient track condition.
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6. Conclusions The research was carried out in accordance with the requirements specified in the TSIs. 4.2.3.5. and Annex R, UIC 530-2 card Annex G. No significant exceedances were observed of the limit values included in the standards. In authors opinion it is possible to carry out research on rail vehicle for compliance with the requirements referred to in the TSI. 4.2.3.5. and Annex R, and UIC 530-2 card Annex G with the use of simulation software. It should be noted that it is possible to use numerical tool to study dynamics of a railway vehicle in the following areas: • Testing of passing through small radius curves (R=35m) according to ERRI B12 DT135 and UIC 518 card, and the requirements of the ‘TSI Wag’ • Testing passing through radius curves of R=120m according to UIC 507 card and the requirements of the ‘TSI Wag’ • Research relating to the evaluation of the behaviour of railway vehicle based on the requirements specified in the TSI-Wag 4.3.2.1. dynamic loads on the wheel and linear loads on the wheel • Research related to driving safety assessment, dynamic characteristics of the running gear and track impact, based on the requirements of the UIC518 card and PN EN 14363 regulation References Chudzikiewicz A., 2002. Elements of rail vehicle Diagnostics. Publishing of the Library Problems of Exploitation Press, Radom, pp. 142. Chudzikiewicz A. red., 2012. Monitoring of the dynamic system of the rail vehicle – track. Publishing of the Warsaw University of Technology Academic Press, Warsaw, pp. 232. Chudzikiewicz A., 1991. Calculation of Wheel Profile Wear in Simulation Research in a The Archives of Transport, Warsaw 3.2, 26-39. Kalker, J.J. 1986. Wheel-rail wear calculation with the program CONTACT, Manuscript. Delft University of Technology. Melnik R., Koziak S., 2017. Rail vehicle suspension condition monitoring - approach and implementation in a Journal of Vibroengineering 19.1, 487-501. Opala M., Koziak S., 2018. Using FEM for Modelling of the Freight Car Body Suspension in an Railway Reports, Railway Research Institute Press 62.178, 1-11. Sowiński B., Szulczyk A., Koziak S. 2016. Evaluation of light rail vehicle dynamics using developed computer package, in a Rail Transport Technology 2, 216-222. Sowiński B., 2006. Approximated Methods of Solving of Transient Vibrations of a railway Track Mathematical model. Archives of Transport 18.1, 1-11. EN 14363: 2007 Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Testing of running behaviour and stationary tests. Regulation of the Minister of infrastructure of 12 October 2005 on the General technical conditions exploitation of railway vehicles (Dz. U. z 2005 r. nr 212, poz. 1771 z późn. zm.). Regulation of the Minister of transport, construction and Maritime Affairs of 27 December 2012, on the list of the relevant national technical specifications and standards documents, which allows you to meet the essential requirements on the interoperability of the rail system (Dz. U. 2013 poz. 43). UIC 513R. 1994. Guidelines for evaluating passenger comfort in relation to vibration in rail-way vehicles, International Union of Railways. International Union of Railways. UIC 505-1. 2006. Railway transport stock - Rolling stock construction gauge. International Union of Railways. UIC518 2009 Testing And Approval Of Railway Vehicles From The Point Of View Of their Dynamic Behaviour - Safety - Track Fatigue - Ride Quality. International Union of Railways. UIC 530-2 Annex G Wagons - Running safety. International Union of Railways.
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13th International Scientific Conference on Sustainable, Modern and Safe Transport 13th International 2019), Scientific Conference on Sustainable, and Safe Transport (TRANSCOM High Tatras, Novy Smokovec –Modern Grand Hotel Bellevue, (TRANSCOM 2019),Slovak High Tatras, Novy Smokovec – Grand Hotel Bellevue, Republic, May 29-31, 2019 Slovak Republic, May 29-31, 2019
Virtual software testing and certification of railway vehicle from Virtual software testing and certification of railway vehicle from the point of view of their dynamics the point of view of their dynamics Seweryn Koziak*, Andrzej Chudzikiewicz, Michał Opala, Rafał Melnik Seweryn Koziak*, Andrzej Chudzikiewicz, Michał Opala, Rafał Melnik Warsaw University of Technology, Faculty of Transport, Koszykowa 75, 00-662 Warsaw, Poland Warsaw University of Technology, Faculty of Transport, Koszykowa 75, 00-662 Warsaw, Poland
Abstract Abstract The paper presents selected tests that must be performed in the process of releasing to service of a rail vehicle. The research has The selected tests must be performed in the process releasing to service of a railGvehicle. The research beenpaper done presents in compliance with thethat requirements of the TSI. 4.2.3.5. andofAnnex R, UIC 530-2 Annex in the framework of has the simulation performed use of authors’ own simulation created in Matlab Simulink. is focused been done studies in compliance withwith the of requirements of the TSI. 4.2.3.5. software and Annex R, UIC 530-2 Annex G inThe theresearch framework of the simulation studies performed with tests of useofofa authors’ own simulation software in Matlabfor Simulink. The research is focused on the procedures and dynamical freight wagon Eanos series, type created 445W designed use on railway lines with track on theof procedures dynamical testsrail of asystem. freightRegardless wagon Eanos series, 445W forrelevant use on railway linesand with track width 1435 mm and in the conventional of the type type of entry intodesigned service, all subsystems vehicle systems tested. obtained results showed new possibilities not of only in the area of building models of multibody width ofmust 1435be mm in theThe conventional rail system. Regardless of the type entry into service, all relevant subsystems andsystems vehicle systems bebe tested. Theout obtained showed new possibilities only in the area of building models of multibody systems but also must tests to carried in orderresults to assess correctly running gearnot designs. but also tests to be carried out in order to assess correctly running gear designs. © 2019 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published byof Elsevier B.V. committee of the 13th International Scientific Conference on Sustainable, Peer-review under responsibility the scientific Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Peer-review under responsibility of the scientific Modern (TRANSCOM 2019). Modern and and Safe Safe Transport Transport (TRANSCOM 2019).committee of the 13th International Scientific Conference on Sustainable, Modern and Safe Transport (TRANSCOM 2019). Keywords: rail vehicle, multibody system dynamics, the process of relese, research of railway vehicles Keywords: rail vehicle, multibody system dynamics, the process of relese, research of railway vehicles
1. Introduction 1. Introduction Rail vehicles prior to putting into exploitation are subjected to the approval tests carried out in accordance with Rail vehicles prior to putting intoalso exploitation areofsubjected to the of approval tests carried in accordance with normative documents. This applies in the case modernization rail vehicles and theout scope of the approval normative documents. Thisofapplies also in importance the case of of modernization of rail vehicles scopeeffect of the tests depends on the range modification, the implemented changes, as and wellthe as their onapproval running tests depends on the against range ofderailment. modification, importance of the implemented changes, as well as their effect on running behavior and safety behavior and safety against derailment.
* Corresponding author. Tel.: +48-22-234-5406. address:author. [email protected] * E-mail Corresponding Tel.: +48-22-234-5406. E-mail address: [email protected] 2352-1465 © 2018 The Authors. Published by Elsevier B.V. Peer-review©under responsibility of the scientific committee 2352-1465 2018 The Authors. Published by Elsevier B.V. of the 13th International Scientific Conference on Sustainable, Moder n and Safe Transport (TRANSCOM 2019). Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Moder n and Safe Transport (TRANSCOM 2019). 2352-1465 2019 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the scientific committee of the 13th International Scientific Conference on Sustainable, Modern and Safe Transport (TRANSCOM 2019). 10.1016/j.trpro.2019.07.103
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Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al./ Transportation Research Procedia 00 (2019) 000–000
Safety assessment in terms of risk assessment and valuation is carried out independently by the vehicle’s operator and infrastructure operator. Aim of the tests and research is to verify whether the product meets the so-called essential requirements relating to: • • • • •
Safety Reliability and availability Environmental protection Technical compatibility Protection of persons with restricted mobility
Variation of tests depending on the type of the release to service also takes into account the requirements of the socalled open points and specific cases set out in the Technical Specifications for Interoperability (TSI). Research for the purposes of release to service shall be carried out on the basis of European standards, national standards of UIC, or on the basis of research reports prepared by national authorities for the safety of the National Safety Administration. The test shall be carried out by the authorized bodies on the basis of the accreditation granted by Polish Centre for Accreditation (PCA) and the notification given by the national authority Office of Rail Transport (UTK). 2. The process of release to service in Polish regulations The legal basis for release of the certificate is the Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the community. In the certificate are according to which module the vehicle is assessed on the basis of the ‘Rolling stock TSI freight wagons’ and ‘TSI Safety in railway tunnels’. The certificate specifies all necessary information related to the product (a vehicle), and these include: • Technical specification of the vehicle • List of the technical documentation and the design of the vehicle • Information whether a vehicle has the ability to use of the interoperability constituents with the same parameters on the basis of the EC Certificate issued by a notified body • List of the Declaration of conformity of the interoperability constituents • List of legislation used in the assessment • List of standards, report cards used in the test procedure of the vehicle concerned • List of reports, studies, after the research • List of calculations, analyses used in the assessment • Summary of the interoperability constituents with the type and technical documentation In the case that one essential requirement has not been changed, such a vehicle is incompatible with the TSI. A detailed study to clarify the test procedures set out in the regulation of the Minister of infrastructure and construction of 21 April 2017 on the interoperability of the rail system. Presented research is among many proposed in the standards, UIC and other normative documents. TSI refers to the normative documents that allow using, in some cases, simulation software instead of tests performed on a real vehicle. Such the example are analysis of stress or fatigue of e.g. bogies and body, as well as dynamical tests of running gear – EN 14363. The use of MBS (multibody systems) software enables accurate analysis of vehicle dynamics in unfavorable conditions. Simulation tests should be carried to analyze a prototype of the vehicle or modernized vehicle. Testing is important in assessing modifications, and to what extent running safety has been increased or reduced. The important arguments that justify the use of MBS software are: simulation of different conditions, reduction of time needed for the test the exploitation conditions which translate also into lower cost of the tests. Apart from running behavior assessment, MBS software may include procedures for wheels wear prediction using different models.
Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al. / Transportation Research Procedia 00 (2019) 000–000
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3. Characteristics of simulation software Testing of a railway vehicle in the process of releasing to service is carried out at the stage of issuing the Declaration of Design Project Verification. The Declaration of Design Project Verification includes virtual tests with the use of simulation software, for example finite element method FEM or also MBS multibody systems. The presented study focuses on the approval tests of rail vehicles from the point of view of their dynamics. In this case, the aim of simulation research is to obtain values of physical quantities such as displacements, accelerations, forces, etc. measured in the specified points of a vehicle. For this purpose an author’s simulation software has been developed which allows performing simulations of rail vehicles dynamics. The software is based on Matlab Simulink programming environment and its characteristic feature is comprising a predefined simulation scenarios which are derived from the normative documents (with specified routes and vehicle speed) and automatically generates reports from the analyzes. Apart from predefined scenarios, the software has also a possibility of defining own simulation scenarios, what in general leads to creation of test routes. Essentially, the track is modelled as non-deformable (stiff) and may consist of tangent sections, transition curves, regular curves and cant. Optionally, track irregularities can be applied including lateral irregularities of the left and right rail, vertical irregularities of the track centerline and local cant. Modelling of a rail vehicle in the developed software is based on multibody simulation (MBS) approach. The vehicle model is consists of the inertial elements which are connected by means of massless suspension elements – springs and dampers. These main components of the model, represented by lumped masses, are: wheelsets, bogies, vehicle body. Graphical user interface of the developed software is presented in Fig. 1 showing setting parameters of a vehicle (left) and preview of a modelled route (right).
Fig. 1. Graphical interface of the simulation tool.
Position of the inertial elements if described by the following generalized coordinates (Table 1): Table 1. Basic technical parameters of the wagon series Eanos 445W type No.
Coordinate
Wheelset
Bogie
Body
1
Yaw angle
i
bj
c
2
Pitch angle
i
bj
c
3
Roll angle
bj
c
4
Lateral displacement
ybj
yc
5
Vertical displacement
zb
zc
yi i=1, 2,3, 4
i=1,2
Seweryn Koziak et al. / Transportation Research Procedia 40 (2019) 729–736 Koziak et al./ Transportation Research Procedia 00 (2019) 000–000
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Vibrating motion of the whole vehicle model can be described by the set of ordinary differential equations. It is assumed that vibrations of individual inertialelements of the vehicle relative to the reference system are small, thus such the system can be presented in an linearized form by as shown e.g. by Chudzikiewicz (2012):
where: M Dq̇ (t) Kq(t) F(t)
(1)
𝑴𝑴𝒒𝒒̈ (𝑡𝑡) + 𝑫𝑫𝒒𝒒̇ (𝑡𝑡) + 𝑲𝑲𝑲𝑲(𝑡𝑡) = 𝑭𝑭(𝑡𝑡) – symmetric matrix of inertia – vector representing the force dependent on velocity – vector representing the dependent forces of displacement – vector of external forces (moments)
An interface between a track (rails) and a vehicle is model of a wheel-rail contact. In the case of the presented software, it is assumed that there is permanent contact of the wheel with the rail. FASTSIM algorithm by Kalker (1986) was implemented in order to compute contact forces exerted in a wheel-rail interface. 4. Examples of research using computer simulation in the process of release to service In this section the selected results of virtual testing procedure, in the developed software, are presented. Analyses were performed with use of 445W Enaos – four-axle goods wagon. Table 2 shows the basic parameters of the vehicle. Table 2. Basic technical parameters of the wagon series Eanos 445W type. No.
Parameters
Value
1
Track gauge
1435 mm
2
Kinematic gauge
UIC 505-1
3
Length with buffers
14 040 mm
4
Width
3 040 mm
5
Height of the wagon from the railhead
3 290 mm
6
Length of the body
12 800 mm
7
Chassis width
2 800 mm
8
Carrying capacity
68 000 kg
9
Wagon weight
22 000 kg ± 2.5%
10
Max. empty wagon speed
120 km/h
11
Max. loaded wagon speed (22.5 t/axle)
100 km/h
12
Type of bogie
Y25Lsd or Y25Lsd1
The vehicle model has 27 degrees of freedom. Wheels are described by standard S1002 profile, whereas the adopted profile of the rails is UIC 60. In the simulation tests rails irregularities were implemented which corresponded to the two levels of track maintenance. Track maintenance classes based on EN14363 (2007) and Regulation of the Minister of Transport, Construction and Maritime Economy of December (2012) was divided into a track with very good (QN1) and sufficient (QN3) maintenance level. The values of nominal deviations for this track in the direction lateral ‘y’ and vertical ‘z’ can be found in EN14363 (2007), UIC 513R (1994), UIC 505-1 (2006). Fig. 2 shows an example of the vertical irregularities of the center line of the track. Fig.3 depicts wheel and rail profiles used in computer simulations.
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Fig. 2. Example of the vertical irregularities of the center line of the track.
Fig.3. Wheel (left) and rail (right) profiles.
5. Assessment of running safety according to the UIC 530-2 cards annex G Research has been carried out in accordance with the TSI. 4.2.3.5. and Annex R, UIC 530-2 Annex G. The vehicle was verified to the pushing test – passing through arches inverse S-shaped with a radius of R = 150 m, connected with a straight section of length L = 6 m. The route profile is shown in Figure 4.
Fig. 4. Diagram of the test track with inverse curves according to the UIC530-2 card.
In accordance with the requirements before being put into exploitation the vehicle must be pushed through inverse, S-shaped curves of a radius R = 150 m, connected by a straight section of length L = 6 m. The longitudinal compressive force is in the range 100
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The main criterion for the acceptance in the test of running safety according to UIC 530-2 cards annex G is that the limit value of Y/Q which cannot be exceed. Simulations were carried out for speed V=10 km/h and for two levels of track maintenance, i.e. for a very good and sufficient condition of the track. The results of the test are presented as the plots of safety coefficient Y/Q, displacement of the center of mass of wheelsets, yaw angle of running of wheelsets in the function of displacement. Fig. 5 illustrates safety coefficient of the Y/Q coefficient of the first, second, third and fourth wheelsets for the right and left wheel.
Fig. 5. Safety coefficient of the Y/Q of the first, second, third and fourth wheelset for velocity V = 10 km/h – very good track condition.
Fig. 6 illustrates displacement of the center of mass and yaw angle of the first, second, third and fourth wheelsets as a function of distance. Simulations were performed for a very good track condition, the vehicle velocity was V=10km/h. The results of simulation tests presented in Fig. 5, Fig. 6 and Fig. 7 results of simulation tests of wagon pushing through the S-shaped inverse curves of radius R = 150 m, connected by a straight section of L = 6 m. These tests are carried out in accordance with the requirements specified in the VTS TSI point. 4.2.3.5 and Annex R, by UIC 530-2, Safety criterion of a vehicle with regard to the coefficient of friction μ = 0.36 and the angle of inclination of the wheel flange γ = 70° is 1.2. As the simulation results show, the limit value of Y/Q ≤ 1.2 was not exceeded. It should be noted that the measured values tend to increase in the case of insufficient maintenance of track.
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Fig. 6. Lateral displacement and yaw angle of wheelsets for velocity V = 10 km/h – very good track condition.
Fig. 7 depicts derailment coefficient (Y/Q) obtained for sufficient track condition, the vehicle velocity V=10 km/h.
Fig. 7. Safety coefficient of the Y/Q, V = 10 km/h – sufficient track condition.
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6. Conclusions The research was carried out in accordance with the requirements specified in the TSIs. 4.2.3.5. and Annex R, UIC 530-2 card Annex G. No significant exceedances were observed of the limit values included in the standards. In authors opinion it is possible to carry out research on rail vehicle for compliance with the requirements referred to in the TSI. 4.2.3.5. and Annex R, and UIC 530-2 card Annex G with the use of simulation software. It should be noted that it is possible to use numerical tool to study dynamics of a railway vehicle in the following areas: • Testing of passing through small radius curves (R=35m) according to ERRI B12 DT135 and UIC 518 card, and the requirements of the ‘TSI Wag’ • Testing passing through radius curves of R=120m according to UIC 507 card and the requirements of the ‘TSI Wag’ • Research relating to the evaluation of the behaviour of railway vehicle based on the requirements specified in the TSI-Wag 4.3.2.1. dynamic loads on the wheel and linear loads on the wheel • Research related to driving safety assessment, dynamic characteristics of the running gear and track impact, based on the requirements of the UIC518 card and PN EN 14363 regulation References Chudzikiewicz A., 2002. Elements of rail vehicle Diagnostics. Publishing of the Library Problems of Exploitation Press, Radom, pp. 142. Chudzikiewicz A. red., 2012. Monitoring of the dynamic system of the rail vehicle – track. Publishing of the Warsaw University of Technology Academic Press, Warsaw, pp. 232. Chudzikiewicz A., 1991. Calculation of Wheel Profile Wear in Simulation Research in a The Archives of Transport, Warsaw 3.2, 26-39. Kalker, J.J. 1986. Wheel-rail wear calculation with the program CONTACT, Manuscript. Delft University of Technology. Melnik R., Koziak S., 2017. Rail vehicle suspension condition monitoring - approach and implementation in a Journal of Vibroengineering 19.1, 487-501. Opala M., Koziak S., 2018. Using FEM for Modelling of the Freight Car Body Suspension in an Railway Reports, Railway Research Institute Press 62.178, 1-11. Sowiński B., Szulczyk A., Koziak S. 2016. Evaluation of light rail vehicle dynamics using developed computer package, in a Rail Transport Technology 2, 216-222. Sowiński B., 2006. Approximated Methods of Solving of Transient Vibrations of a railway Track Mathematical model. Archives of Transport 18.1, 1-11. EN 14363: 2007 Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Testing of running behaviour and stationary tests. Regulation of the Minister of infrastructure of 12 October 2005 on the General technical conditions exploitation of railway vehicles (Dz. U. z 2005 r. nr 212, poz. 1771 z późn. zm.). Regulation of the Minister of transport, construction and Maritime Affairs of 27 December 2012, on the list of the relevant national technical specifications and standards documents, which allows you to meet the essential requirements on the interoperability of the rail system (Dz. U. 2013 poz. 43). UIC 513R. 1994. Guidelines for evaluating passenger comfort in relation to vibration in rail-way vehicles, International Union of Railways. International Union of Railways. UIC 505-1. 2006. Railway transport stock - Rolling stock construction gauge. International Union of Railways. UIC518 2009 Testing And Approval Of Railway Vehicles From The Point Of View Of their Dynamic Behaviour - Safety - Track Fatigue - Ride Quality. International Union of Railways. UIC 530-2 Annex G Wagons - Running safety. International Union of Railways.