Payload optimization of articulated wagons regarding train length and vehicle dynamic behaviour

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1 Payload optimization of articulated wagons regarding train length and vehicle dynamic behaviour Carlos Casanueva, KTH Railway Group, Rail Vehicles Visakh V Krishna, KTH Railway Group, Rail Vehicles Roger Jänsson, NTNet AB Bo-Lennart Nelldal, KTH Railway Group, Traffic Planning

2 Introduction Capacity4Rail intends to explore ways of improving the supply chain via a rail link WP2 Novel Rail Freight Vehicles Task 1 Shippers Component designers Infrastructure managers Consultants Academy 2

3 Increased payload More wagons Limit: 700m 750m 3

4 Increased payload per meter More wagons Limit: 700m 750m 4

5 Increased payload per meter 700m 750m 19th Nordic Seminar on Railway Technology, September 2016, Luleå, Sweden 5

6 Increased payload per meter th Nordic Seminar on Railway Technology, September 2016, Luleå, Sweden 6

7 Increased payload per meter Regular container transport 80ft class Sggnss wagons (VEL or Tatravagónka) 19th Nordic Seminar on Railway Technology, September 2016, Luleå, Sweden 7

8 Increased payload per meter Problem: increased usage of 45ft containers C4R proposal: 90ft class Sgrss EXTENDED 8

9 Long articulated vehicles Advantages - Increased payload per meter - Less inter-wagon couplers Disadvantages - Maintenance depots - When one of the wagons has a problem, five are retired - Total length of the train limited by the bigger steps between wagons Less couplers Expensive centre couplers Electrification EP brakes & Advanced condition monitoring 9

10 Cost analysis Cost to manufacture and maintain Total operating cost, including capital costs and track access charges 12-axle 6-axle 4% less 10

11 Vehicle design Main objectives: - Carry SWOP bodies and 20, 40 and 45 containers - Shortest possible length - Lightweight 11

12 Vehicle design Main objectives: - Carry SWOP bodies and 20, 40 and 45 containers - Shortest possible length - Lightweight 12

13 Modelling and simulation MBS software GENSYS Y25 bogies - Critical speed (Ideal tangent track) - Y/Q values (Curved track with track irregularities) 13

14 Critical speed Cri$cal(Speed((km/h)( 140# 120# 100# 80# 60# 40# 100# 85# 87# 113# 94# 96# 123# 104# 106# Single#Car# 2#car#wagon#system# 5#car#wagon#system# 20# 0# 18T_r380# 20T_r420# 22,5T_r460# Load((T)(and(Wheel(radius(mm)( 14

15 Y/Q values 6 axle 12 axle 11 Probability Normal Probability Plot Data Probability Normal Probability Plot Data Probability Normal Probability Plot Data Probability Normal Probability Plot Data 21 Probability Normal Probability Plot Data Probability Normal Probability Plot Data 11 Probability Normal Probability Plot Data 21 Probability Normal Probability Plot Data 15

16 Coupler forces Braking safety F x in buffers (N) # Articulated 5 car Articulated 2 car t(s) F x in centreplate (N) # Articulated 5 car Articulated 2 car t(s) 16

17 Conclusions and further work - 12-axle 5-wagon is more efficient than 6-axle 2-wagon - Pocket-wagons for trailers - Less flexible for maintenance purposes. - Critical speed slightly increases with the number of coupled vehicles - Still lower than a single vehicle, due to first-bogie load - Y/Q values larger for the 12-axle vehicle, but still much lower than the safety values - Longitudinal dynamics don t change substantially - Calculate wear of the wheelsets 17

18 Thank you for your attention Carlos Casanueva, KTH Railway Group Questions?

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