Introduction There exist great numbers of different designs of rail vehicles, but the structure of such vehicles commonly has a set of standard modules, units and mechanisms which are, or can be. produced by different manufacturers and have different characteristics and behaviour depending on specific parameters chosen by the designers, but their physical nature is still the same. In this book, we provide a general description of the design of the common features of rail vehicles and show the methods used to simulate and verify them. In most cases, the latter is quite a complex task and not possible to do based only on the theoretical knowledge because the reactions to the variations in operational conditions of such a complex system and its component parts are nonlinear and uncertain. Therefore, knowledge and expertise obtained from experimental studies are essential to producing an optimal rail vehicle design. During the writing of this book, the authors generally used expertise in this field obtained at the Centre for Railway Engineering (CRE) at Central Queensland University. The centre is a rail industryfocussed research organisation established in 1994 at Central Queensland University's Rockhampton campus. During its life, the CRE has performed many research projects for specific industrial partners and for the national rail industry more generally through the Cooperative Research Centre Program of the Commonwealth of Australia. Some results obtained from these latter projects, and especially simulation methodologies used in them, have been drawn upon as the basis of much of this book. The CRE operates a Heavy Testing Laboratory which has been developed with complete flexibility for carrying out experiments across all research projects in order to get accurate information on the behaviour of different systems for further modelling processes. The laboratory consists of portal frames, jigs, a "strong floor' with great variability in the location of portal frame hold-down points and sophisticated hydraulic equipment designed for maximum flexibility in testing procedures as shown in Figure 1.1. For rolling suspension testing (1). the suspension characteristics are very important for accurate modelling of vehicle system dynamics, and 4-poini hydraulic control has been used. The hydraulic servo actuators used in this research provide up to 2 MN multiaxis static load capability and multiaxis fatigue testing up to 0.5 MN and 10 Hz cycling frequency that allows testing configurations to be designed to diverse specifications. Hydraulic test equipment is controlled by a CRE-deveioped control system software, which also allows for maximum flexibility in the control of specimen-testing parameters. Another good example of such experimental work is the bogie rotation testing with the special test rig show n in Figure 1.2. Some investigation results in this field have been published in [2.3. During this testing, the following behaviours have been validated: Cent re-bearing longitudinal movement in transitions due to track twist loads; \ 1
2 Design and Simulation of Rail Vehicles
Introduction 3 Change in effective rotational friction resistance due to centre-bearing tilt; Change in bogie rotation warp deflection; Bogie rotational friction measurements. Some full-scale laboratory tests shown in Figure 1.3 have been carried out for the evaluation of the effect of braking torque on bogie dynamics [4. During those tests, theoretical and experimental investigations have been performed in the following areas: Measurement of brake shoe forces; Measurement of stopping distance; Wheelset skid: Brake cylinder pressure control; Wheel-rail interface friction. j The extensive train test programs with rail industry partners allowed the CRE to develop and to validate a fully longitudinal train simulation for engineering analysis - the Centre for Railway Engineering - Longitudinal Train Simulator (CRE-LTS). The software has the usual train simulation tools plus many improved capabilities to facilitate research: No limit on rolling stock types or train marshalling configurations; Detailed wagon connection modelling: Coupler angle calculation: Simulations synchronised with field data of various formats; Virtual driver software for automated simulation studies; Force Road Environment Percent Occurrence Spectra (REPOS) data output for fatigue studies; Energy analysis. FIGURE 1.3 Fully equipped bogie for study of bogie dynamics during braking mode.
4 Design and Simulation of Rail Vehicles Importantly, the CRE still retains ownership of the program code so that CRE- LTS continues to evolve as rolling stock designs change and new mathematical models are added. This software has found wide application in different research areas [5-10]. The CRE has extensive experience resulting from train test programs to various client specifications having been undertaken where the research emphasis has been focussed on derailment investigations, train dynamics, train driving strategies and minimising the energy use. During such programs, the investigations have been performed on instrumentation development, train testing and data analysis in the following projects: Single Wagon Test Program: Freight Multi-wagon Train Testing Program; Train Dynamics Management Program; Energy Benchmarking Tests; Diesel Locomotive Energy Monitoring; Electric Locomotive Energy Monitoring; On-Train Telemetry Testing: In-Cabin Device Testing; Comprehensive Train Test Program; Infrastructure Wagon Test Programs; Intelligent Train Monitor Program; Bogie Evaluation Tests. f I All these projects led to the establishment of a quality research environment and a strong base for further studies. Some of the results of such research innovation and instrumentation activity are shown in Figures 1.4 through 1.7.
FIGURE 1.5 Wheelset-driven generator unit. In parallel with its testing processes, the CRE is highly committed to commercialising useful research outputs. The following products are available for further development and commercialisation. One of the directions is the work on the design ot kx:omotive bogies. Research evaluated a wide range of passive and active bogie dcmgns using comparative simulations (11-141. A new active steering bogie design was identified and patented. The design still involves some compromises to ensure the system is adoptable and maintainable. A new active control steering bogie is proposed combining active yaw control of the bogie frame combined with passive lui jl'd steering. The new active design, shown in Figure 1.8, can maintain full traction performance up to full adhesion on tight curves. FIGURE 1.6 Solar cell and telemetry antenna. \
6 Design and Simulation of Rail Vehicles FIGURE 1.8 Active steering bogie developed at the CRE. In addition, some expertise obtained by two of the authors at the Department of Railway Transport at East Ukrainian National University (Lugansk, Ukraine) allows the inclusion of more information in this book on locomotive design as well as adhesion issues between wheel and rails. All these examples of previous and current projects show that the team of authors has an outstanding level of expertise in railway research, and the team would like to share this knowledge with readers. In our opinion, the materials presented in this book will be of interest to all technicians, engineers and researchers who are going to undertake their own research in the field of design and simulation for rail vehicles. ^REFERENCES I. C. Cole, M. McClanachan. S. Simson, D. Skerman, Evaluating the performance of 3-piece bogie on short defects and with unequal wheel diameters, Pwceedinj^s of the Conference on Railway Engineering. Melbourne, Australia, 30 ApriI-3 May 2006. pp. 47-58.
Introduction 7 2. S. Simson, B. Brymer, Gauge face contact implications of bogie rotation friction in curving, Pwceedings of the International Conference on Contact Mechanics and Wear of Rail/Wheel Systems. Brisbane, Australia. 25-27 September 2006. pp. 549-554. 3. O. Emereole. S. Simson, B. Brymer. A parametric study of bogie rotation friction management utilising vehicle dynamic simulation. Proceedings of the International Conference on Contact Mechanics and Wear of Rail/Wheel Systems, Brisbane. Australia. 25-27 September 2006. pp. 535-541. 4. M. Dhanasekar, C. Cole, Y. Handoko, Experimental evaluation of the effect of braking torque on bogie dynamics, IntemationalJounml of Heavy Vehicle Systems, 14(3), 2(X)7, 308-330. 5. Y. Sun. C. Cole. M. Spiryagin. T, Godber, S. Hames. M. Rasul. Longitudinal heavy haul train simulations and energy analysis for typical Australian track routes. Rail and Rapid 7"rani/;, Prepublished 15 February 2013. DOI: 10.1177/0954409713476225. 6. C. Cole. M. McClanachan. M. Spiryagin. Y.Q. Sun. Wagon instability in long trains. Vehicle System Dynamics. 50 (Suppl). 2012. 303-317. 7. Y.Q. Sun. C. Cole. M. Spiryagin. Hybrid locomotive applications for an Australian heavy haul train on a typical track route. Proceedings of the loth International Heavy Haul Association Conference. New Delhi. India. 4-6 February 2013, pp. 751-757. 8. Y.Q. Sun. C. Cole. M. Spiryagin. M. Rasul, T. Godber. S. Hames. Energy usage analysis for Australian heavy haul trains on typical track routes. Proceedings of the Conference on Railway Engineering. Brisbane. Australia, 12-14 September 2012. pp. 559-567. 9. Y.Q. Sun, C. Cole, M. Spiryagin, M. Rasul, T. Godber. S. Hames. Energy storage system analysis for heavy haul hybrid locomotives. Proceedings of Conference on Railway Engineering. Brisbane. Australia, 12-14 September 2012. pp. 581-589. ID. M. Spiryagin. A. George, Y. Sun. C. Cole, S. Simson. I. Persson. Influence of lateral components of coupler forces on the wheel-rail contact forces for hauling locomotives under traction. Prweedings of the iith Mini Conference on Vehicle System Dynamics, Identification and Anomalies. Budapest. Hungary. 5-7 November 2012. U.S. Simson, C. Cole. Simulation of traction curving for active yaw Force steered bogies in locomotives. Rail and Rapid Transit. 223( 1). 2009. 75-84. 12. S. Simson, C. Cole. Simulation of curving at low speed under high traction for passive steering hauling locomotives. Vehicle System Dynamics. 46(12), 2(X)8, 1107-1121. 13. S. Simson. C. Cole. An active steering bogie for heavy haul diesel locomotives. Pwceedings of the Conference on Railway Engineering. Perth, Australia, 7-10 September, 2008. pp. 481^88. 14. S. Simson. Three axle locomotive bogie steering, simulation of powered curving performance: Passive and active steering bogies, PhD thesis. Central Queensland University, Rockhampton. Queenslanfl. Australia, 2009. See: http://hdl.cqu.edu.au/100l8/58747. \