What is model validation? Overview about DynoTRAIN WP5. O. Polach Final Meeting Frankfurt am Main, September 27, 2013

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1 What is model validation? Overview about DynoTRAIN WP5 O. Polach Final Meeting Frankfurt am Main, September 27, 2013

2 Contents Introduction State-of-the-art on the railway dynamic modelling Suspension modelling and parameter identification Vehicle models developed and used in DynoTRAIN WP5 Summary 2

3 Today Simulations in vehicle design and acceptance Simulation Vehicle 1 Design and production On-track tests On-track test are repeated Vehicle 2 Simulation Design and production No feedback for model improvement On-track tests Future process Simulation Vehicle 1 Design and production On-track tests Model validation Vehicle 2 Simulation Design and production Acceptance using simulations 3

4 Physical test versus virtual test using computer simulation Test on real object Deviation of test conditions, variation of real object Test conditions Real object Deviation of measurement, measurement error Measurement Assessment Virtual test using computer simulation Deviation between model and real object Test conditions Real object Model (representation of real object) Simulation Assessment Confidence in a correct representation of real object is the crucial topic for virtual certification using simulations 4

5 What is model validation? The basis of a model validation is comparison with measurements The aim of the model validation is not to get the best possible agreement with a particular measurement result only; it should approve that the vehicle model represents correctly the behaviour of the real vehicle in the intended application range The proposed model validation criteria and limits should take into account: Error in the measurement of running dynamics quantities Errors in the measurement of track layout and track irregularities Error in the measurement of rail profiles and wheel profiles Scatter of the test conditions as e.g. friction coefficient between wheel and rail Generally the stochastic character of the test results What is the purpose of the presented model validation? The purpose are simulations of the on-track tests for the acceptance of running characteristics according to EN Quantity X Scatter of testing conditions and measurement error Simulation 1 Better agreement with measurement Measurement Reality Simulation 2 Better agreement with reality! 5

6 Dynotrain WP5 Objectives Model validation is the crucial point in virtual certification Objective and measurable criteria and limits for model validation are required Why do we need those measurable criteria and limits? To allow the dynamic specialist to understand if his model fulfils the validation requirements To visualise the model weaknesses and to motivate the specialists to improve his model To reduce the costs of an independent reviewer To ensure that all vehicle models used achieve sufficient quality level The objectives of DynoTRAIN WP5 are: To review the state-of-the-art of building and validation of multi-body railway vehicle models To test these models by comparisons between simulations and measurements To specify the requirements for validation of vehicle models for virtual certification Results expected: The results expected during the WP are an assessment of suspension modelling and identification of input parameters recommendations for vehicle modelling for virtual certification comparison of vehicle tests and simulations The final result expected at the end of the WP5 is a proposal for standardised model validation process for certification using simulations 6

7 Dynotrain WP5 Task overview Task 5.1: Current state-of-the-art on the railway dynamic modelling Task 5.2: Suspension modelling and parameter identification Task 5.4: Assessment of model quality by comparison between simulation and measurements Task 5.3: Realisation of the vehicle model and identification of input data Task 5.5: Model validation and virtual certification process 7

8 Contents Introduction State-of-the-art on the railway dynamic modelling Suspension modelling and parameter identification Vehicle models developed and used in DynoTRAIN WP5 Summary 8

9 Task 5.1: Overview Task 5.1: Current state-of-the-art on the railway dynamic modelling Leader: POLIMI Participants: POLIMI, Bombardier Transportation, Alstom, Siemens, Ansaldobreda, CAF, SNCF, RSSB, CEIT, IFSTTAR, KTH, TUB Objective: Sharing of knowledge and the state-of-the-art of modelling techniques and validation methodology as used today in railway industry, operators, infrastructure companies and research institutes 9

10 Questionnaire about modelling Example: Air springs Frequently used air spring models Air springs -Modelling options: 1. Single force and damping element 2. Shear spring element * 3. Rheological model from Nishimura 4. Another rheological model 5. Thermodynamic model 6. Another model *) Shear spring element = Element considering the moment on the top and bottom of the element due to displacement 10

11 Questionnaire about modelling The following modelling approaches appear as commonly used: Leaf springs: Non-linear stiffness + damping element with friction Rubber elements: Linear or non-linear stiffness + viscous damping in parallel Dry friction element: Friction element with constant coefficient of friction, with series stiffness Hydraulic dampers: Linear or non-linear viscous damping element with series stiffness Hydraulic yaw dampers: Non-linear viscous damping element with series stiffness Anti-roll device: Linear torsional stiffness Traction link: Linear or non-linear stiffness + damping in parallel 11

12 Questionnaire about model validation Questionnaire about the state-of-the-art of model validation: Vehicle manufacturers tend to validate the simulation model using the tests required for vehicle acceptance and avoid the costs required for other, possibly better suited tests. The lack of track irregularity and rail profiles is critical. Some special tests not used today were proposed: For example a validation tests on a special test track with extreme track irregularities Such tests could be useful for improved validation and for the extrapolation of simulation results. Publication based on DynoTRAIN WP5.1: S. Bruni, J. Vinolas, M. Berg, O. Polach and S. Stichel: Modelling of suspension components in rail vehicle dynamics context. Vehicle System Dynamics 49 (2011), pp

13 Contents Introduction State-of-the-art on the railway dynamic modelling Suspension modelling and parameter identification Vehicle models developed and used in DynoTRAIN WP5 Summary 13

14 Task 5.2: Overview Task 5.2: Suspension modelling and parameter identification Leader: Bombardier Transportation Participants: Bombardier Transportation, IFSTTAR, KTH, TUB, CEIT, POLIMI Objective: To evaluate and compare modelling of suspension systems, dampers, rubber bushings and other coupling elements Activities: Laboratory tests on suspension components Modelling of suspension components (parameter identification and comparison of different models) Effect of tractive force and traction chain modelling on running dynamics Wheel rail contact - effect of the variation of smoothing 14

15 Laboratory measurements Rubber components Example: Rubber bumpstop Measured force-displacement diagrams in the radial direction with preload Testing device CEIT San Sebastian, Spain 15

16 Example: Secondary vertical damper Laboratory measurements Dampers Force velocity diagram Amplitude 1 mm Force displacement diagrams Amplitude 3 mm Testing device POLIMI Milano, Italy 16

17 Laboratory measurements Friction of a side bearer Measurements on a side bearer from Y25 bogie 1 Coefficient of Friction [-] Frequency [Hz] Hippe Worn Faigle New Faigle Slightly Worn Testing device developed at TU Berlin for measurements on a side bearer of Y25 bogie Influence of side bearer type and wear condition on the friction coefficient 17

18 Comparisons of suspension models Air springs: 6 models 1 physical model (thermodynamic model) 5 equivalent models Nishimura Other models: Nishimura quadratic damping Berg model Vampire model Rubber components: 6 models Equivalent models Stiffness element: Both linear as well as nonlinear stiffness M1 M2 M3 M4 M5 M6 Publication: L. Mazzola and M. Berg: Secondary suspension of railway vehicles - air spring modelling: performances and critical issues. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit. Published online, December

19 Comparisons of suspension models Viscose dampers: 4 models Equivalent models Friction components: 4 models Equivalent models 2 variants of damping non-linearity model without sticking model with stick-slip friction Publication: L. Mazzola, S. Alfi and S. Bruni: The Influence of modelling of the suspension components on the virtual homologation of a railway vehicle. Paper 75 in Proceedings of the First International Conference on Railway Technology: Research, Development and Maintenance, April 2012, J. Pombo (Editor), Civil-Comp Press, Stirlingshire, Scotland 19

20 Contents Introduction State-of-the-art on the railway dynamic modelling Suspension modelling and parameter identification Vehicle models developed and used in DynoTRAIN WP5 Summary 20

21 Task 5.3: Overview Task 5.3: Realisation of vehicle model and identification of input data Leader: CAF Participants: CAF, Bombardier Transportation, Siemens, Ansaldobreda, Trenitalia Objective: Preparation of vehicle models based on the recommendations for the model building identified in Task 5.1 and on the investigations regarding suspension modelling in Task 5.2 Verification of modelling and adjustment of uncertain vehicle parameters by stationary tests 21

22 Models of vehicles tested in DynoTRAIN Locomotive DB BR 120: Model in Simpack developed by Siemens IC-coach Bim: Model in Simpack developed by Bombardier Transportation Model in VOCO developed by IFSTTAR Model in VOCO developed by IFSTTAR 22

23 Models of vehicles tested in DynoTRAIN Laas freight car unit: Unit consisting of two wagons 2- axle flat wagons with UIC-link suspension connected by short coupling to one unit Model in Simpack developed by Alstom Freight wagons Sgns with Y25 bogies: Simpack models developed by TU Berlin: Empty Laden Model of empty wagon in VOCO developed by IFSTTAR 23

24 Vehicles tested by vehicle suppliers High speed EMU for TCDD (Turkey): Vehicle model developed by CAF in SIDIVE (multi-body simulation programme developed by CAF) Stationary and on-track tests results provided by CAF DMU IC4 for Denmark: Vehicle model in Simpack has been developed by Ansaldobreda Two coaches assessed: Coach T3 Coach M4 Stationary and on-track tests results provided by Ansaldobreda 24

25 Contents Introduction State-of-the-art on the railway dynamic modelling Suspension modelling and parameter identification Vehicle models developed and used in DynoTRAIN WP5 Summary 25

26 Summary Investigations of DynoTRAIN WP5 Tasks 5.1, 5.2 and 5.3 provided: State-of-the-art on the railway dynamic modelling and model validation Input regarding the suspension modelling and parameter identification Vehicle models developed and used in the DynoTRAIN investigations regarding the validation of multibody simulation models intended for simulations of on-track tests for vehicle acceptance Task 5.4 was dedicated to the assessments of model quality by comparison between simulations and measurements Partners: Ansaldobreda, Bombardier Transportation, Alstom, Siemens, CAF, RSSB, DB, SNCF, Trenitalia Task leader: Ansaldobreda Task 5.5 was dedicated to the development and agreement on the process, criteria and limits for validation of vehicle models intended for simulations of on-track tests for vehicle acceptance Partners: Alstom, Bombardier Transportation, Siemens, Ansaldobreda, CAF, RSSB, DB, SNCF, Trenitalia, KTH, TUB, POLIMI Task leader: Alstom Investigations carried out in Tasks 5.4 and 5.5 resulted to the proposal for the Output document Final report on model validation process Those results will be introduced in the following presentations 26

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