N°1 NEWS

02/2017 Railway Dynamics AT ALSTOM TRANSPORT

Link to sharepoint

EDITORIAL Railway Dynamics (RWD) scope and field of tasks

The physical phenomena The continuous rattling of the wheel on the rail generates displacements, velocities, accelerations, forces
underlying the vehicle dynamic at wheel-rail contact level and among the vehicle parts. The RWD scope is to define and validate the
behavior and treated by design characteristics of the vehicle, such as suspension components, wheel-rail contact geometry,
Railway Dynamics (RWD), interaction of different subsystems in order to meet standards and customers’ requests related to the
were object of investigations dynamic behavior.
from the birth of the first
railway, with wheel–rail The Vehicle Dynamic Performances belong to different categories: Running Safety (running stability,
interface at the centre. derailment , guiding forces, overturning,…), Track loading (including wheel/rail wear and rolling contact
Let's think that the dynamic fatigue), Ride Quality & Ride Comfort (level of accelerations in vehicle body, passenger comfort indexes).
behavior of a railway vehicle The interesting frequency range in conventional solutions is usually up to 100 Hz. Recently this range is
strongly depends on the forces growing up to 200 Hz, to consider the influence of structural characteristics of the components in
exchanged between the vehicle vibrations and fatigue loads.
and the track , on the contact
The Assessment is made in defined service and boundary conditions (max. speed and max. cant
patch, i.e., in case of steel
deficiency, infrastructure state, load condition, friction, …) Therefore we deal with the validation of the
wheels and rails, in an area of 1
to 2 cm²! train dynamic behavior, through tests on components and trainset, and with the certification process,
But the dynamic behavior is which increasingly tends to use simulations with validated models)
influenced by the Vehicle/Track For specific tasks like fatigue loads on components, dynamic gauging, stability to cross wind, push-pull
system as a whole. Over the (longitudinal dynamic), failures safety impact, an inter-disciplinary approach have been settled, from
last 40 years, the increasing time to time, with related disciplines (Structure/Aero-X/Gauging/Traction & Braking/Active
demand in terms of speeds and Elements/BMS…)
dynamic performances, and the
simultaneous availability of ever Naim KUKA/ Caterina ARIAUDO
powerful and sophisticated Overview of RWD activities during whole Life Cycle
tools, have allowed the
development of holistic models
and methodologies with
growing interdisciplinary
approach, in collaboration with
other disciplines/sub-systems
as infrastructure, structural
analysis, aero-x, acoustics,
active systems, traction and
brake.
At Alstom, the Railway
Dynamics Core Competence
Network has been active for
more than 15 years, gathering
return of experiences and best
practices, developing new
methodologies and R&D
projects.

This newsletter #1 will give you

an overview of who we are and
what is our mission in Alstom,
with some significant examples.
Enjoy the readings!
Naim KUKA

ABCD Naim KUKA/ Caterina ARIAUDO

Railway Dynamics news #1 – March 2017 1

 Alstom Standard Tool for Railway Dynamics simulation – SIMPACK (SIMULIA - Dassault Systemes)
SIMPACK is a general purpose Multibody Simulation (MBS) software used for the dynamic analysis of any mechanical or
mechatronic system. MBS software enables engineers to generate and solve virtual 3D models in order to predict and visualize
motion, coupling forces and wheel-rail wear. The mechanical components of the Vehicle/Track system, modelled as rigid or
flexible bodies, linked together via suspensions and constrains, are subjected to external forces acting on the system (active
forces, inertia forces, track excitations, etc.)
Our competences allow us, when the design data and the boundary conditions are well known, to reach a very good match
between test results and simulation results.

Naim KUKA

Advanced interdisciplinary simulations: SIMPACK/SIMULINK Co-Simulations

The dynamic behavior of the whole system is influenced by the flexibility of the bodies and by all the sub-systems in some way
connected to the running conditions, like traction and braking, cant deficiency compensation system, active or semi-active
suspension systems. To take into account mutually exchanged excitations and loads, an interdisciplinary approach is necessary
and possible, thanks to standard interfaces between MBS SIMPACK and Finite Element Analysis software, and modeling
environment like MATLAB/SIMULINK, commonly used to design command and control algorithms. Thus the RWD expert
collaborates with other disciplines experts to set-up advanced simulation model for a more realistic prediction of the dynamic
behavior, for parameters optimization purpose and, most significant, for simulation of the impact of failures on the whole
system. In the following figures two examples of possible application.
© ALSTOM 2016. For internal diffusion only

Fig. 1: Functional scheme of SIMULINK tilting Fig. 2: Functional scheme of SIMULINK Traction and Anti-
system model and the interface with SIMPACK Blocking- Control model and the interface with SIMPACK
Caterina ARIAUDO /Naim KUKA

Railway Dynamics news #1 – March 2017 2

 TEAM
Activities: WHAT WE DO
Development of “métier standards”/ REFERENTIAL :
Design rules and tools - Ways of working within network and with other métier (Aero-X, FEM, Gauge, Traction, Tilting,
Acoustics, ..) - R&D activities/ Methodology developments – Shared databases (S&R referential, Best practices, W-R contact,
processes & methodologies)

Standardization & Regulation : participation to working groups (CEN/UNIFE) as Convenor/Experts/Speaker

REX : projects, simulations, SIMPACK users meeting etc.

Competence Growth: WCE Bogie/RWD/Tilting trainings design and delivery

Coaching and Mentoring : new comers, development plan

Communication : International Conferences, International Journals, Alstom promotion

Tenders & Projects: Requirements analysis and allocation - gap analysis - definition of tasks and simulation matrix - Mission
profile analysis: wheel/rail contact, track geometry – Management of Railway Dynamics performances at train system level -

Models set-up and simulations: safety (Rigid bodies) / Comfort with flexible bodies / Cross Wind stability / Co-Simulations
(Active systems/DriveLine, etc)/Test specification and support /Model validation and Certification via simulation.

Network: WHAT WE SHARE

Chatter RWD: https://eu4.salesforce.com/_ui/core/chatter/groups/GroupProfilePage?g=0F957000000LURL
Sharepoint RWD: https://teamspace.alstom.com/sites/TrRailwayDynamicSimul_Community/SitePages/Home.aspx

STO (1 - CCNL) / 1 ME SLZ (6) / 1ME + 1 SE

VPF (1)

LRH (1)

RWD TEAM : > 30 members

3 Master Experts (ME) NEH_TLS (2)
2 Senior Experts (SE)
© ALSTOM 2016. For internal diffusion only

15 Experts
+ 1 ME TRACTION (SES/Service) FBO(7) / 1 ME

BGL (3)

Well recognized within Alstom and Internationally Naim KUKA

Latest News
Le Creusot –FBO team reinforced with 2 new Engineer: Helene MARQUANT (RWD) and Jeremy CLAVIER (Mechatronic).
Bangalore – BGL: the CCN RWD& Mechatronic representative is Reddaiah TAPPETA
A warm WELCOME to all! Naim KUKA

Railway Dynamics news #1 – March 2017 3

 PROJECT
Dublin 502: The longest tram in Alstom
Background
The Green line is to be
extended to the north
through the City centre
(LCC – LUAS Cross City
project). The length of
the Green line is today
18 km and will be
increased by 6 km until
end of 2017 with 13
additional tram stops.
For 2018 the complete
infrastructure will be
modified in order to
use 502’s
NTV - ETR 675
GENERAL INFO
From the IV generation of
PENDOLINO, a “SERVICE
PROVEN” trainset for the
private operator NTV Nuovo
Trasporto Viaggiatori in Italy.
The trainset, without tilting
system, like the ED250 for
PKP, is fully TSI 2014
compliant. Intended for
© ALSTOM 2016. For internal diffusion only
commercial service both on
AV lines electrified at 25 kV
AC, both on conventional
lines electrified at 3 kV DC.
Top speed: 250 km/h
Max. cant deficiency: 150
mm
Railway Dynamics news #1 – March 2017
Dynamics works
Citadis 502 is a real challenge from a dynamics point of view especially for the
trainset stability. Indeed, the length of 55m could lead to yaw movement at the end
of the train which has to be damped
55m
added cars relative to the existing tram in Dublin (402)
Speed limitation during
Dynamics behavior towing/pushing
Curve inscription Trainset stability
On several curves: Derailment, Lateral accelerations on train observed
Wheel unloading, Prud’homme after hiting a singular defect
Adrien ALBON
Dynamics tasks
ETR675 shall be certified TSI 2014 without performing dynamic tests on track,
but with a process of extension of the acceptance obtained by ETR600/610 in
Italy, based on the extensive test campaigns on TI/SBB/DB network.
The RWD Expert interfaces with the Notified Body to collect the available and
relevant information and to manage the transition from EN14363:2005 to
EN14363:2016
Application of the
results on rail laid
Safety factor « λ »
1/40 to rail laid 1/20
not OK
Y/Q Dynamic
ricalculation parameters
according to
comparison
standard
possibilities
Caterina ARIAUDO
4
 Madhepura Electric Locomotive
Dynamics tasks
Background
On-line tests were performed on an Indian locomotive WAG7, equipped with
The Madhepura E-loco is a accelerometers at carbody, bogie and axle box level, in order
BoBo+BoBo locomotive • to give an assessment on the actual locomotive performance in terms of ride quality
with a 22.5T/axle and a • to have a more representative view on the actual track quality
25T/axle version.
The locomotive is intended
for maximum operational
speeds of 100 km/h and
120 km/h. The design
speed of the locomotive is
132 km/h (120 km/h
+10%).
The track Gauge is
1676mm

New standards Indian 5 Signal

Railways to be applied: Max signal/200m-section
Alignement [mm]

4
RDSO Technical guide on limit class A
(7.2m-chord)

limit class B
Oscillation Trials 3

RDSO Evaluation of Ride 2

Characteristics 1
New track classification
0 Fabienne BONDON /
200 400 600 800 1000 1200 1400 1600 1800 2000 Dorothee BARNAUD

Loco Aem 940 (SBB-H4)

Dynamics tasks
Background
The new bogie adapted to the car body of the H4 locomotive enables a reduction of
Shunting loco with the quasi-static lateral force compared with the PRIMA II locomotive
21t/axle and 22.5t/axle

Speed: 120 km/h Calculation performed

on a radius of 350 m
National rules in with cant deficiency of
Switzerland 165 mm
© ALSTOM 2016. For internal diffusion only

Parameters impact Unit PRIMA II SBB H4

Challenge:
Bogie wheelbase [m] 2.600 2.450 -6%
• Quasi-static guiding
Wheel diameter [m] 1.160 1.000 -14%
force Yqst in zone 5
(not present in EN Distance between body [m] 10.40
10.15 -2%
centre
standard) limit 60 kN
Primary suspended mass [kg] 6977 6100 -13%
• Zone 5: curve Radius
between 144m and 22T 21T 22.5T
Mass per wheelset [T]
(88 tons) (84 tons) (90 tons)
250m
Calculati
Calibration on mean radius 350 m Test Calculation Calculation
on
Fabienne BONDON /
Yqst wheelset 1 [kN] 57.1(1) 57.4 50.5 -12% 53.3 -7%
Dorothee BARNAUD

Railway Dynamics news #1 – March 2017 5

 INNOVATIONS & TECHNOLOGY WATCH
Tilting Co-simulation Methodology
Tilting trains are the right solution to run faster on existing lines, up to +30% in curves, while maintaining
or even improving the level of the passenger comfort. Running at higher speeds and higher cant
deficiencies requires optimization of the design, in order to guarantee the safety, possibly without
worsening the aggressiveness of the rolling stock on the track.

Tilting ON Tilting OFF

ÿpass
ÿpass

NCA NCA

Therefore accurate simulations of dynamic behaviour, especially wheel-rail forces, cross wind stability
against the risk of overturning, ride comfort and motion sickness, must take into account the command
and control algorithm in normal operating mode and in case of failures or degraded mode.
The Simulink model of the tilting system is modular, reproducing the physical behavior of all the sub-
systems installed on the train: sensors for the generation of tilting command, electronic devices providing
control and regulation (control Algorithm), hydraulic system and Hold-off-Device pneumatic system.
The model includes also super-vision sensors providing diagnosis of abnormal behavior, such as the
detection of rotation in wrong direction or insufficient tilting angle, which can have an impact on the
dynamic behavior of the vehicle.
This methodology has been validated with field data tests and used for design and optimization of
Pendolino trains. Same methodology is adopted also for AMTRAK NGHST, with the necessary
modifications.
Co-Simulation
© ALSTOM 2016. For internal diffusion only

Inter-disciplinary approach: SIMPACK/Simulink

SIMPACK mechanical model

dialogues, in closed loop, with
SIMULINK model of Tilting
system
 To obtain the real vehicle
system behaviour and optimise
the design.

Naim KUKA/ Caterina ARIAUDO

Railway Dynamics news #1 – March 2017 6

 Innovation

Optimized Gauge Assessment

Background
Based on existing lines, we observe that our clients or potential clients do not know with accuracy :
- The status of their tram networks and obstacle positioning versus tracks
- which rolling stock gauge (and optimized one) could fit with their network

Dynamics model used measured

Proposed solution
Environment scan with trolley
track to define kinematic envelop Collision calculated between
environment and tram

Collision detected
Adrien ALBON

Track-friendly bogie
Background
Proposed solution
Hydraulic axle guide bush
Bogie steering forces have a major
influence on the track degradation cavity in longitudinal direction
and on the wheel wear. filled with hydraulic fluid
Based on this statement, several Tight channels connecting
infrastructure manager (UK, both cavities
SBB…) are introducing a track
access charges system which is
now partially based on the vehicle Railway dynamic behavior improvement
curving performance.
© ALSTOM 2016. For internal diffusion only

Railway undertakers will turn out Curving behavior Vehicle stability

more and more interested into
track-friendly bogies as this comes
together with a reduction of the
energy consumption of the train.

“Soft” suspension (quasi-static) “Stiff” suspension (dynamic)

- Reduction of the track damage
- Reduction of the wheel wear
- Reduction of the energy consumption
“Stiff” suspension (dynamic)
- Safe operational service up to the
- Safe operational service up to
maximum design speed
the maximum design speed
- Conservation of the ride comfort
- Conservation of the ride
level
comfort level
Fabienne BONDON

Simunews #1 – October 2016 7

 REFERENTIAL
All the referential documents prepared in the frame of the CCN RWD & Mechatronics are collected in one master document
called «Handbook-Key Applicable Docs», which lists and describes the main content of all the applicable documents of the
domain.
Processes and Standards, Guidelines and Methodologies, Internal and Commercial Tools, Rex and Databases, Trainings and
Conferences, Communication Kits: all are listed with related hyperlinks, and updated regularly to keep pace with new
recommendations and business organization.
Until 2016 the documentation was filed in KM Tool Database, that has been migrated recently to ACOMIS. Consequently the
«Handbook-Key Applicable Docs» is going to be updated, with an overall review and new content.

STANDARD REFERENTIAL
One of the key document is the list of
applicable standards “Alstom
Referential for the assessment of
the Dynamic Behavior of a Railway
Vehicle” classified according to
Alstom Region organization.
Two main reasons:
• outside the European Union,
National and International
standards can be quite different.
• the same standards is usually
applicable to all product lines inside
Outlook the region.
• Communication kits about new developments
• Maintenance of referential
• Product performances data bases (Comfort, etc.) Naim KUKA

COMMUNICATION ACTIVITIES
In this section the reader can find news about:
 the latest papers published by our experts in international journals or conferences
 The trainings provided by our experts in the Alstom catalogue or to external institutions

Papers & Conferences

• Railways 2016: The Third International Conference on Railway Technology: Research, Development and Maintenance
Cagliari, Sardinia, Italy 5-8 April 2016 - “Railway Vehicle Driveline Modelling and Co-Simulations in SIMPACK-Simulink”,
N. Kuka, R. Verardi, C. Ariaudo and A. Dolcini
© ALSTOM 2016. For internal diffusion only

• BOGIE ’16: 10th World Conference on Railway Bogies and Running Gears, Budapest, 12 -15 of September 2016 - “Closed
Loop simulation of railway vehicle driveline”, A. Dolcini, N. Kuka, R. Verardi, C. Ariaudo
Trainings
Title Addressed to when who
Railway Dynamics: Field of Tasks-Process-Key impacting TxE-PrEMs STO-Pre-Eng N.Kuka
parameters 20th Oct 2016
Railway Dynamics: Field of tasks and Process Central team Feb. 2017 N. Kuka
Comportamento dinamico di un treno ad assetto variabile TEF – La Sapienza - Master 20th Jan. 2017 C.Ariaudo
WCE Railway Dynamics TDE/TSE/Experts 2-3 sessions/year N. Kuka, Y. Toutain
WCE Bogie (Integrator) TDE/TSE/Experts 2-3 sessions/year Y. Toutain, N. Kuka
Alstom Simpack Users Conference RWD Experts 1 session/year Dassault Systemes

Caterina ARIAUDO /Naim KUKA

Railway Dynamics news #1 – March 2017 8
 Standards & Regulations (S&R)
The network
Alstom has, with the convenorship
and the involvement of two experts in
Working Group 10 of CEN TC 256, a
leading role in standardisation in the
field of vehicle-track interaction.
Many European experts from opera-
tors, authorities, infrastructure man-
agers and manufacturers are working
together in WG 10 and also in other
organizations as UNIFE, UIC/CER, to
meet again in Working Parties of ERA
to harmonize standards and TSIs. If
pre-normative research is necessary,
research programs are proposed by
these experts. In the past , this lead to
the EU project DynoTrain which
allowed to close open points in the
TSIs. At the moment a project
description about dynamic
compatibility between vehicles and
bridges is under preparation.
Two other experts are members of the
Working Group 07 of CEN TC 256 ,
dealing with passenger comfort,
recently re-activated for revision of
EN 12299 standard.
The WG 10 & WG 07 standards
EN 14363 Testing and Simulation for the acceptance of running
characteristics of railway vehicles — Running Behaviour and
stationary tests
EN 15302 Methods for determining wheel-rail contact para-meters
EN 16235 Freight wagons — Conditions for dispensation of freight wagons
with defined characteristics from on-track tests according to EN
14363
EN 15839 Freight wagons — Testing of running safety under longitudinal
compressive forces
EN 15654-1/3 Measurement of vertical forces on wheels and wheelsets — Part
1: On-track measurement sites for vehicles in service, - Part 3:
Approval and verification of on-track measurement sites
EN 15654-2 Measurement of vertical forces on wheels and wheelsets —
Part 2: Test in workshop for new, modified and maintained
vehicles
EN 15528 Line categories for managing the interface between load limits
of vehicles and infrastructure
EN 12299 Railway applications — Ride comfort for passengers —
Measurement and evaluation Hinnerk STRADTMANN

S&R: Dynamic Compatibility

between Vehicle and Bridge

The current Situation

• Load Model used in EN 1991-2 for
new bridges does not cover existing
trains
• Properties of old bridges are not
consistent with design rules
• Vehicle designs do not follow any
© ALSTOM 2016. For internal diffusion only

rules or assumptions of current load

models due to missing vehicle
requirements
• An interface which is understood by HSLM-A
vehicle and bridge experts is missing
 Open Point for Interoperability

Pre-normative research is planned to

• develop load models representing
existing and future rolling stock
• develop vehicle design limitations to
ensure future compatibility and
interoperability
Alstom has a leading role in this project and provides
• a liaison between WG 10 and the WGxx which revises the load models
• speaker of a UNIFE TG describing data of existing and future trains
Hinnerk STRADTMANN

Railway Dynamics news #1 – March 2017 9