Umloco PDF

Universal Mechanism Loco
www.umlab.ru um@umlab.ru
Universal Mechanism:
Simulation of
Rail Vehicle Dynamics
UM Loco
Contents
Models of railway vehicles
Description of UM Loco
Creating models with the help of the subsystem method
Control system and electric machine simulation
Wheel profile wear
Train dynamics simulation
Railway ballast simulation
Hybrid system module
Durability module
Manchester benchmarks
Tools for analysis of UM models
Railway vehicle models
Diesel locomotive TEP80 (UM model 1993)
Customer Kolomna diesel-locomotive-building works
120-ton tank car (UM model 1993)
Diesel locomotive TE116 (UM model 1995)
UM model of a bogie with traction
engines and reduction gears
Diesel locomotive with radial bogies by VNIKTI MPS
(UM model 2000)
Diesel locomotive TA35 with bogies by Bryansk diesel-locomotive-building works
(UM model 2000)
Electric locomotive EP10
Diesel locomotive TEM21 (UM model 2002)
Locomotive DR1 (UM model 2003)
Model of car with single-axis bogies
(UM model 2003)
Developed by Railway cars
department, BSTU
Tram 71-608K (UM model 2003)
Electric locomotive VL80
C
(UM model 2003)
Simulation of motion of electric locomotive VL80 in curve
Passenger car of the 152A
model was developed by
TRANSMEC center from
Katowice, Poland and
Bryansk State Technical
University, Bryansk,
Russia, 2003
Russian passenger car, 2005
Metro car, Metrovagonmash JSC, 2008
Models of freight car
Three-piece bogie 18-100, 18-578
Model of freight car with three-piece bogies 18-100, 18-578
Friction system of freight car
Friction wedges
Contact points for the wedge
Friction damping system of freight car
Simulation of dynamics of a system with wedge dampers
Freight car : Frictional damping system

Experiment layout
Prof. Alexander
Pavlukov, Ekaterinburg,
Russia
Pavlukov and others ran
test bench experiments with
a freight three-piece bogie.
Convergence between
results of numerical
simulation and test bench
experiments within 12%
bounds is obtained
-8
-6
-4
-2
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-40 -30 -20 -10 0 10 20 30 40
Turning angle, rad 10
-3
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-40 -30 -20 -10 0 10 20 30 40
Turninng angle, rad 10
-3
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1
0
4
a) = 45 kN b) = 30 kN
c) = 20 kN d) =10 kN
Freight car: Comparison of experimental and simulation results
Comparison of experimental and simulation results
experiment simulation
Railway vehicle models: three-piece bogie by AmstedRail
Three-piece bogie by AmstedRail, USA, 2008
Railway vehicle models: Y25 bogie
European freight bogie Y25
Database of Russian locomotives (1)
17 models of locomotives were developed in 2006 in cooperation with VNIKTI MPS.
ChS2
2ChS7
2ChS8
ChME3
ChS200
ChS4
2ChS6
Database of Russian locomotives (2)
Only two months were required to develop the models due to new advances technologies
implemented in UM40!
2VL85
VL10u
VL15
VL65 (EP1)
EP10
VL60
VL80
VL80t
Database of Russian locomotives
TEP70
2TE116
Import of images from CAD were widely used by
development of the models. Compare models of TEP70
(car body image imported from SolidWorks) and TE116
(car body image was created with UM tools)
Contents
Wheel profile wear
Durability module
Structure of UM Loco Description of UM Input program
Window of UM Input program
Structure of UM Loco Description of UM Simulation program
Window of UM Simulation program
The six degrees of freedom model:
1 translation along axis X
2 translation along axis Y
3 translation along axis Z
4 rotation around axis Z
5 rotation around axis X
6 rotation around axis Y
The seven degrees of freedom model:
the additional d.o.f. corresponds to
elastic torsion of the axle.
UMLoco has two models of wheelsets, which
differ in number of degrees of freedom:
Wheelset with six degrees of
freedom
Wheelsets
Wheel rail contact
Wheel rail contact in UM Loco
Various creep theories
Any wheel and rail profiles
Single and double-point contact
Animation of contact forces and relative
position of profiles of wheel and rail
Visualization of creep forces, contact
patches, slip and adhesion areas
Friction coefficient as a function of
traversed path
Different friction coefficient on tread and
flange of wheel
Simulation inspector window
Creep force models
The following creep force models are realized in UM Loco:
functional approximation of creep curve
FASTSIM algorithm
accelerated modification of FASTSIM
non-Hertzian contact model based on the simplified theory by Kalker
Profiles window Simulation inspector window
Animation of wheel rail contact
Contact animation window is used for
analysis of interaction of wheel and
rail. The window allows to user:
to observe wheelsets setting in a
curve
to analyze dynamic stability of a
vehicle
to estimate contact condition
(single double-point contact) and
values of contact forces
to analyze wheelset behavior
during the simulation on a track
with irregularities
to calculate critical velocity
Contact animation window
Animation of wheel rail contact could be used for solution of such
problems as
determination of critical velocity of a vehicle
Vehicle on the way with single irregularity
analysis of contact interaction
between wheel and rail on track
of complex configuration
Motion of vehicle in uneven curve
Simulation of derailment process

240 kN 190 kN 241 kN 231 kN 208 kN 232 kN
Movement direction
Derailment of a locomotive TEP70
Axle loads
Profiles
Simulation of derailment process
Derailment of locomotive TEP70
Profile in steady curve
Profile in tangent track
Changing the rail profile along the track
Visualization of contact patches
Non-elliptical contact patch
Contact patches, slip and adhesion
zones, creep forces for the FASTSIM
algorithm
The tool visualizing contact patches, creep forces, creep distribution, slip and
adhesion zones during the railway vehicle simulation process are available for user.
Non-elliptical contact patch animation
Movement in curve R = 300 m
Creation of wheel and rail profiles
A special tool is used for creation of wheel and rail profiles (new and worn
ones). With the help of this tool user can create profiles as a set of points with
subsequent spline interpolation or as a set of segments and arcs.
Curvilinear wheel profile specified as a set of points
Creation of wheel and rail profiles
Russian Railways rail profile R65 specified as a set of
segments and arcs
Worn rail profile R65
Tool for analysis of a pair of profiles
Visualization of contact geometry of a pair of profiles
Tool for analysis of a pair of profiles
All contacts
Rolling radius difference
Creation of track irregularities
Track irregularities is created:
in the form of functional dependences
pointwise
as a realization of random processes according to the given spectral density
using measured data
Creation of irregularities as functional dependence
This tool is intended for the composition of irregularities of different types
Random irregularities
Generation of track irregularities according to standard power spectral density
functions (FRA, UIC standards)
Linear analysis
Analysis of linearized equations of
motion is intended for:
searching equilibrium positions of a
system
calculation of natural frequencies
and animation of natural modes of a
system (all conservative forces are
disabled: creep forces, contact
forces, etc.)
plotting the root locus
calculation of the critical velocity of
railway vehicle (depending on model
parameters as well)
Window of linear analysis
Eigenmodes of electric locomotive EP10
Animations of first four
eigenmodes of electric
locomotive EP10
Contents
Wheel profile wear
Durability module
The subsystem technique: included subsystems
Developing a locomotive model using included subsystems
2 + 2 + =
2 +
+ =
2 +
+ =
The subsystem technique: external subsystems
Developing multi-carriage train model using external subsystems
Extrusion of empty car in train
Contents
Wheel profile wear
Durability module
Example 1. Active car suspension system

Mechanical part
(Universal mechanism)

Control system
(Matlab/Simulink)
V
carbody
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i
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a
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V
frame
A
carbody
Controlled force element was
added in passenger car
suspension.
Control system model was
realized in
Matlab/Simulink.
Passenger car model
Transmitted-data circuit
Example 1. Active car suspension system
Carbody floor accelerations
Uncontrolled system Controlled system
Electric locomotive EP200
Full electromechanical model
Mechanical part
146 differential equations
24 constraint equations
122 d.o.f
Electric part
Developed by Dr. P.Kolpakhchyan
South Russia State Technical
University, Novocherkassk, Russia
Electric locomotive EP200: mechanical part
Wheel-motor assembly subsystem
Cardan shaft
Bushing
shaft - wheelset
Bushing
motor assembly-shaft
Ancor
Reducer
Electric locomotive EP200: Electric part
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r
~ 25 kV, 50Hz
M1
M2
Control System
Principles of coupling mechanical and electrical models of locomotives
Simulation of Mechanical Part
Step i+1, t
i+1
= t
i
+h
i+1
Evaluation of
applied forces
Electric part (DLL)
Steps j=1..N
i+1
, t
i+1,j
= t
i
+j h
e
e i
h h
1
Traction torques at t=t
i+1
Rotor angular velocities
i+1
, t
i+1
Electric locomotive EP200. Electric part
1.00 1.02 1.04
0
2500
5000
7500
F, N

Ia1
1
Id1
UDC12
Processes in electric part
0.0 0.5 1.0 1.5 2.0 t, s
214
215
216
217
218
219
, rad/s

om:m(1.1.1.)
om:m(1.1.2.)
Processes in mechanical part
Electric locomotive EP200 in curve
Simulation of motion of electric locomotive EP200 with passenger train in curve
Contents
Wheel and rail profile wear
Durability module
Wheel profile wear
Wear evaluation parameters
Wheel profile wear
Wear result window
Contents
Wheel profile wear
Durability module
Train dynamics
Train creation wizard
Train dynamics
Macro-geometry creation window
Train dynamics
Module of train longitudinal dynamics
Simplified and 3D vehicle models
Any macro-geometry (horizontal,
vertical)
Braking and traction modes
Databases of cars, locomotives
Train dynamics
Simulation of derailment incident.
Evaluation of in-train forces
2VL85 + 64 freight cars + 2VL80
Forces in intercar couplings, MN
Contents
Wheel profile wear
Durability module
Continuum model
Discrete model

Unilateral constraints Compliant constrains
Real system

N
F
The system is a set
of interacting rigid bodies
The contact force consists of
normal and dry frictional parts
Railway ballast compacting
Horizontal compacting
Vertical compacting
Railway ballast under periodical load
Longitudinal section
Transversal section
Contents
Wheel profile wear
Durability module
Ballast cleaner ShOM 1200 with flexible frame Rail car AS4 with flexible carbody
Locomotive TEM21 with flexible bogie frame Platform car with flexible frame
The hybrid module is intended for creation of spatial finite element models of vehicle
elements for the purposes of computation of natural frequencies, eigenmodes as
well as creation of hybrid dynamic models
Hybrid models of railway vehicles
Stress calculation of side frame of freight wagons bogie
Finite element model of side frame contain: nodes
102185, finite elements 421653, 39 flexible modes
Control points for stress calculation
Hybrid model of three-piece bogie with flexible side
frame
Dynamics stresses calculation during movement in curve
Integration of movement equation of the freight wagon. Way is uneven, R=300 m.
Example for hybrid model creation
Rigid body
subsystem
Container
Flexible subsystem
Platform frame:
15748 nodes
15324 finite elements
Hybrid model of
platform car with
containers
Rigid body
subsystems Bogies
Eigenmode computation
Platform car eigenmode (frequency 3.57 Hz)
Platform car eigenmode (frequency 4.55 Hz)
Integration of movement equation
Upcoming application: vehicle-bridge interaction
Vehicle-bridge interaction: conceptual model
Visco-elastic
foundation
Total rail stiffness (displacements) is obtained as a sum of a reduced
stiffness between a rail and a bridge (sleepers, rubbers and so on)
and a stiffness (displacements) of a flexible bridge itself
Vehicle-bridge interaction: coming soon
Contents
Wheel profile wear
Durability module
Durability analysis
Workflow

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UM rigid body model
UM hybrid
(rigid+flexible)
model
Running series of
numerical
simulations
Modal coordinates
time history
UM Durability post
processing
Results
- Stresses
- Damage Sum
- Life prediction
Finite-element mesh
of flexible bodies
Mode shapes
according to the
Craig and Bamptone
approach
UM Durability module
Hybrid model of a bogie
Maximal stress amplitude, MPa
Stress time history and load diagram, node 29643
Damage
Evaluation results: flat-car platform frame
Maximal stress distribution (MPa)
Maximal stress amplitude distribution (MPa)
Durability: experiment referencing
Maximum stress amplitude distribution
Reduced equivalent amplitudes
Fracture pattern
Evaluation results
Flat-car platform frame: experiment
referencing
Evaluated
dangerous
area
Fatigue crack,
resulted from
experimental
research
Contents
Wheel profile wear
Durability module
Manchester benchmarks: UM models
Manchester benchmark 1
Passenger coach
Manchester benchmark 2
Freight vehicle
Manchester benchmarks: Comparison of simulation results ADAMS/Rail UM
Vehicle 1, Track 1
Lateral displacement of wheelsets 1, 2
ADAMS/Rail
UM
Manchester benchmarks: Comparison of simulation results ADAMS/Rail UM
Vehicle 1, Track 1
Yaw angle of wheelsets 1, 2
ADAMS/Rail
UM
Contents
Wheel profile wear
Durability module
Optimization tools: Scanning
Design space
Inertia parameters
Geometrical parameters
Damping and stiffness coefficients
Additional railway options
Rail and wheel profiles
Track irregularities
Track geometry
Total information about
objective function, global
optimum
High computational efforts
Direct methods
Hook-Jeevess
Nelder-Meads
Pawellss
Prospective methods
Quasi-Newtons
Genetic Algorithms
Low computational efforts; as a
rule, solution is quite close to
the real optimum
There is no information about
response surface; there is a
possibility of getting a local
minimum instead the global one
Optimization tools: Optimization strategies
Optimization tools: Approximation
Low computational efforts; getting
appropriate enough decision
Demand on objective function; it is
possible that final decision is quite
far from the optimum
Dimension
Number of experiments
Approximation Scanning
1 5 12
2 9 144
3 15 1728
4 25 20736
Scanning Approximation
Case study 1: optimization of suspension parameters
V
a
b
Optimization problem is a definition of
optimal values of a and bparameters with
respect to wear factor, stability and
practical feasibility of the locomotive
Case study 1: objective function
Weight coefficients
Stability
Wear
Practical feasibility
Optimal railway vehicle
Stability Practical feasibility
Influence on the railway
Wear
9% 69% 22%
100%
Wheelset 1
n
i
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f
p f
w p u
0
0
) (
) (
n
i
i
w
i
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f
p f
p u
1
0
) (
) (
Wheelset 6
Case study 1: obtained results
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f
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b
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-
0
.
4
5
-
0
.
2
2
0
.
0
2
0
.
2
5
0
.
4
8
-
0
.
4
5
-
0
.
2
2
0
.
0
2
0
.
2
5
0
.
4
8
0
0.0015
0.003
0.0045
0.006
0.0075
0.009
0.0105
0.012
0.0135
a,
b,
O
b
j
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t
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v
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f
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n
Optimum
Case study 2: railway wheel profile optimization
47
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0
10
20
30
40
50
60
70
80
90
DMETI Conical
1/20
W
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Conical
1/20
DMETI
0
4
8
12
16
20
24
28
0 4
C
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v
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,

m
/
s
Wear factor Safety factor Critical velocity
0.93
0.58
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
DMETI Conical
1/20
D
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q
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t
Case study 2: profile parameterization
Profile derivative
(1) initial (DMETI)
(2) smoothed
Profile derivatives in
points 1..6 are design
parameters
Generation of new
profiles based on
design parameters
(1) initial
(2) smoothed
Case study 2: working condition and criteria
Working conditions
Type of the car
open wagon, hopper, tank
Load
empty, loaded
New and worn rail profiles
0, 4 and 8 mm of side wear
Wear factor
total work of friction forces
Lateral forces
maximum lateral forces
Derailment quotient
safety factor
Contact stresses
maximum stresses in the contact patch
Objective function
Case study 2: numerical simulation
Universal Mechanism software + optimization module + service of
distributed calculations*
* Up to 8 computers simultaneously
Case study 2: optimal profile
1 initial profile
2 obtained suboptimal profile
Case study 2: obtained results
47
80
42.7
0
10
20
30
40
50
60
70
80
90
Initial Conical
1/20
Optimal
W
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Initial
Optimal
Conical
1/20
0
4
8
12
16
20
24
28
0 4
C
r
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t
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c
a
l

v
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i
t
y
,

m
/
s
0.93
0.58
0.55
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
Initial Conical
1/20
Optimal
D
e
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a
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t

q
u
o
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t
Wear factor Safety factor Critical velocity
Universal Mechanism:
Simulation of
Rail Vehicle Dynamics
UM Loco

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