Influence of the track quality and of the properties of the wheel rail rolling contact on vehicle dynamics

This work describes an analytical approach to determine what degree of accuracy is required in the definition of the rail vehicle models used for dynamic simulations. This way it would be possible to know in advance how the results of simulations may be altered due to the existence of errors in the creation of rolling stock models, whilst also identifying their critical parameters. This would make it possible to maximize the time available to enhance dynamic analysis and focus efforts on factors that are strictly necessary.In particular, the parameters related both to the track quality and to the rolling contact were considered in this study. With this aim, a sensitivity analysis was performed to assess their influence on the vehicle dynamic behaviour. To do this, 72 dynamic simulations were performed modifying, one at a time, the track quality, the wheel-rail friction coefficient and the equivalent conicity of both new and worn wheels. Three values were assigned to each parameter, and two wear states were considered for each type of wheel, one for new wheels and another one for reprofiled wheels.After processing the results of these simulations, it was concluded that all the parameters considered show very high influence, though the friction coefficient shows the highest influence. Therefore, it is recommended to undertake any future simulation job with measured track geometry and track irregularities, measured wheel profiles and normative values of wheel-rail friction coefficient.

Certificação de um troço de via alvo de ataque mecânico pesado

Qualidade é a palavra de ordem pelo qual se regem todos os processos e intervenções da REFER (Rede Ferroviária Nacional). Com a evolução de requisitos exigidos pelo transporte em caminho de ferro, há que procurar sempre as últimas inovações, para que a circulação se faça sempre com maior segurança e comodidade, dando aos utilizadores deste tipo transporte uma qualidade extrema. Nos últimos anos esses requisitos tornaram-se cada vez mais exigentes, pois as condições de circulação aumentam tais como a prática de maiores velocidades, tonelagem e frequência das composições, o que leva a um maior rigor nos processos construtivos e conservativos das vias. A REFER, depois de grandes investimentos em novas infraestruturas ferroviárias, detém agora um decisivo e importante papel na resolução das problemáticas que emergem, apostando sempre em tecnologia de ponta para que possa desenvolver um trabalho de conservação que satisfaça todas as necessidades exigidas. Este trabalho desenvolver-se-á nesta ótica de conservação e manutenção, acompanhando todo um processo específico de ataque mecânico pesado, até à sua certificação. A análise dos vários processos caracterizará a exigência referida na manutenção, principalmente da via moderna, onde a fasquia de requisitos é mais elevada.

Modernização da linha da Beira Baixa: troço Covilhã - Guarda

Trabalho de Projeto para obtenção do grau de Mestre em Engenharia Civil na Área de Especialização em Vias de Comunicação e Transportes

Long-term behaviour of railway transitions under dynamic loading application to soft soil sites

Dissertação para obtenção do Grau de Doutor em Engenharia Civil

Efectos dinámicos debidos al tráfico de ferrocarril sobre la infraestructura de vía y las estructuras

La vía tradicional sobre balasto sigue siendo una selección para las líneas de alta velocidad a pesar de los problemas técnicos y la prestación del funcionamiento. El problema de la vía sobre balasto es el proceso continuo del deterioro de éste debido a las cargas asociadas al tráfico ferroviario. En consecuencia es imprescindible un mantenimiento continuado para mantener un alineamiento adecuado de la vía. Por eso se surge la necesidad de comprender mejor el mecanismo involucrado en el deterioro de la vía y los factores claves que rigen su progresión a lo largo de ciclos de carga con el fin de reducir los costos del mantenimiento de la vía y mejorar el diseño de las nuevas vías. La presente tesis intenta por un lado desarrollar los modelos más adecuados y eficientes del vehículo y de la vía para los cálculos de los efectos dinámicos debido al tráfico de ferrocarril sobre la infraestructura de la vía sobre balasto, y por otro evaluar estos efectos dinámicos sobre el deterioro de la vía sobre balasto a largo plazo, empleando un adecuado modelo de predicción del deterioro de la misma. Se incluye en el trabajo una recopilación del estado del arte en lo referente a la dinámica de la vía, a la modelización del vehículo, de la vía y de la interacción entre ambos. También se hace un repaso al deterioro de la vía y los factores que influyen en su proceso. Para la primera línea de investigación de esta tesis, se han desarrollado los diferentes modelos del vehículo y de la vía y la modelización de la interacción entre ambos para los cálculos dinámicos en dos y tres dimensiones. En la interacción vehículo-vía, se ha empleado la formulación de contacto nodo-superficie para establecer la identificación de las superficies en contacto y el método de los multiplicadores de Lagrange para imponer las restricciones de contacto. El modelo de interacción se ha contrastado con los casos reportados en la literatura. Teniendo en cuenta el contacto no lineal entre rueda-carril y los perfiles de irregularidades distribuidas de la vía, se han evaluado y comparado los efectos dinámicos sobre el sistema vehículo-vía en la interacción de ambos, para distintas velocidades de circulación del vehículo, en los aspectos como la vibración del vehículo, fuerza de contacto, fuerza transmitida en los railpads, la vibración del carril. También se hace un estudio de la influencia de las propiedades de los componentes de la vía en la respuesta dinámica del sistema vehículo-vía. Se ha desarrollado el modelo del asiento de la vía que consiste en la implementación del modelo de acumulación de Bochum y del modelo de hipoplasticidad en la subrutina del usuario \UMAT" del programa ABAQUS. La implementación numérica ha sido comprobado al comparar los resultados de las simulaciones numéricas con los reportados en la literatura. Se ha evaluado la calidad geométrica de la vía sobre balasto de los tramos de estudio con datos reales de la auscultación proporcionados por ADIF (2012). Se ha propuesto una metodología de simulación, empleando el modelo de asiento, para reproducir el deterioro de la geometría de la vía. Se usan los perfiles de la nivelación longitudinal de la auscultación como perfiles de irregularidades iniciales de la vía en las simulaciones numéricas. También se evalúa la influencia de la velocidad de circulación sobre el deterioro de la vía. The traditional ballast track structures are still being used in high speed railways lines with success, however technical problems or performance features have led to ballast track solution in some cases. The considerable maintenance work is needed for ballasted tracks due to the track deterioration. Therefore it is very important to understand the mechanism of track deterioration and to predict the track settlement or track irregularity growth rate in order to reduce track maintenance costs and enable new track structures to be designed. This thesis attempts to develop the most adequate and efficient models for calculation of dynamic track load effects on railways track infrastructure, and to evaluate these dynamic effects on the track settlement, using a track settlement prediction model, which consists of the vehicle/track dynamic model previously selected and a track settlement law. A revision of the state of the knowledge regarding the track dynamics, the modelling of the vehicle, the track and the interaction between them is included. An overview related to the track deterioration and the factors influencing the track settlement is also done. For the first research of this thesis, the different models of vehicle, track and the modelling of the interaction between both have been developed. In the vehicle-track interaction, the node-surface contact formulation to establish the identification of the surfaces in contact and the Lagrange multipliers method to enforce contact constraint are used. The interaction model has been verified by contrast with some benchmarks reported in the literature. Considering the nonlinear contact between wheel-rail and the track irregularities, the dynamic effects on the vehicle-track system have been evaluated and compared, for different speeds of the vehicle, in aspects as vehicle vibration, contact force, force transmitted in railpads, rail vibration. A study of the influence of the properties of the track components on the the dynamic response of the vehicle-track system has been done. The track settlement model is developed that consist of the Bochum accumulation model and the hipoplasticity model in the user subroutine \UMAT" of the program ABAQUS. The numerical implementation has been verified by comparing the numerical results with those reported in the literature. The geometric quality of the ballast track has been evaluated with real data of auscultation provided by ADIF (2012). The simulation methodology has been proposed, using the settlement model for the ballast material, to reproduce the deterioration of the track geometry. The profiles of the longitudinal level of the auscultation is used as initial profiles of the track irregularities in the numerical simulation. The influence of the running speed on the track deterioration is also investigated.

Measuring dynamic effects on underpasses of high-speed railway lines

Underpasses are common in modern railway lines. Wildlife corridors and drainage conduits often fall into this category of partially buried structures. Their dynamic behaviour has received far less attention than that of other structures such as bridges, but their large number makes their study an interesting challenge in order to achieve safe and cost-effective structures. As ballast operations are a key life cycle cost, and excessive vibrations increase the need of ballast regulation in order to ensure track geometry, special attention is paid to accelerations, the values of which should be limited to avoid track instability according to Eurocode. In this paper, the data obtained during on site measurements on culverts belonging to a Spanish high-speed train line are presented. A set of six rectangular-shaped, closed-frame underpasses were monitored under traffic loading. Acceleration records at different points of the structures are presented and discussed. They reveal a non-uniform dynamic response of the roof-slab, with the highest observed values below the occupied track. Also, they indicate that the dynamic response is important up to frequencies higher than those usually observed for standard simply supported bridges. Finally, they are used to obtain a heuristic rule to estimate acceleration levels on the roof-slab.

Nonlinear models for lateral dynamics of railway vehicles on bridges subject to wind action

The study of lateral dynamics of running trains on bridges is of importance mainly for the safety of the traffic, and may be relevant for laterally compliant bridges. These studies require threedimensional coupled vehicle-bridge models, wheree consideration of wheel to rail contact is a key aspect. Furthermore, an adequate evaluation of safety of rail traffic requires nonlinear models. A nonlinear coupled model is proposed here for vehicle-structure vertical and lateral dynamics. Vehicles are considered as fully three-dimensional multibody systems including gyroscopic terms and large rotation effects. The bridge structure is modeled by means of finite elements which may be of beam, shell or continuum type and may include geometric or material nonlinearities. The track geometry includes distributed track alignment irregularities. Both subsystems (bridge and vehicles) are described with coordinates in absolute reference frames, as opposed to alternative approaches which describe the multibody system with coordinates relative to the base bridge motion. The wheelrail contact employed is a semi-Hertzian model based on realistic wheel-rail profiles. It allows a detailed geometrical description of the contact patch under each wheel including multiple-point contact, flange contact and uplift. Normal and tangential stresses in each contact are integrated at each time-step to obtain the resultant contact forces. The models have been implemented within an existing finite element analysis software with multibody capabilities, Abaqus (Simulia Ltd., 2010). Further details of the model are presented in Antolín et al. (2012). Representative applications are presented for railway vehicles under lateral wind action on laterally compliant viaducts, showing the relevance of the nonlinear wheel-rail contact model as well as the interaction between bridge and vehicle.

Further investigation of the initial fission-track length and geometry factor in apatite fission-track thermochronology

The external detector method (EDM) is a widely used technique in fission track thermochronology (FTT) in which two different minerals are concomitantly employed: spontaneous tracks are observed in apatite and induced ones in the muscovite external detector. They show intrinsic differences in detection and etching properties that should be taken into account. In this work, new geometry factor values, g, in apatite, were obtained by directly measuring the ρed/ρis ratios and independently determined [GQR]ed/is values through the measurement of projected lengths. Five mounts, two of which were large area prismatic sections and three samples composed of random-orientation pieces have been used to determine the g-values. A side effect of applying EDM is that the value of the initial confined induced fission track, L0, is not measured in routine analyses. The L 0-value is an important parameter to quantify with good confidence the degree of annealing of the spontaneous fission tracks in unknown-age samples, and is essential for accurate thermal history modeling. The impact of using arbitrary L0-values on the inference of sample thermal history is investigated and discussed. The measurement of the L0-value for each sample to be dated using an extra irradiated apatite mount is proposed. This extra mount can be also used for determining the g value as an extension of the ρed/ρis ratio method. Eight apatite samples from crystalline basement, with grains at random orientation, were used to determine the g-values. The results found are statistically in agreement with the values found for apatite samples (from Durango, Mexico) measured in prismatic section and also measured at random orientation. There was no observable variation in efficiency regarding crystal orientation, showing that it is relatively safe using non-prismatic grains, especially in samples with paucity of grains, as it is the case of most basin samples. Implications for the ζ-calibration and for the calibration of the direct (spectrometer-based) fission-track dating are also discussed.

Full analysis of suspension geometry and chassis performance of Formula Student racing car

Formula Student events gather engineering students, who compete, designing, building and racing single-seater cars. The team of ISEP is working on its first car that soon will take part in this competition. This work aims to analyze the current design’s chassis, focusing on suspension geometry and frame’s performance. After analyzing results of the tests planned suggestions, that can be taken into consideration during design process of next cars will be presented. As the car has not been tested yet this work can also be helpful to explain its performance on the track later.

The track nanotechnology

The discipline now called Solid State Nuclear Track Detection (SSNTD) dates back to 1958 and has its roots in the United Kingdom. Its strength stems chiefly from factors such as its simplicity, small geometry, permanent maintenance of the nuclear record and other diversified applications. A very important field with exciting applications reported recently in conjuction with the nuclear track technique is nanotechnology, which has applications in biology, chemistry, industry, medicare and health, information technology, biotechnology, and metallurgical and chemical technologies. Nanotechnology requires material design followed by the study of the quantum effects for final produced applications in sensors, medical diagnosis, information technology to name a few. We, in this article, present a review of past and present applications of SSNTD suggesting ways to apply the technique in nanotechnology, with special reference to development of nanostructure for applications utilising nanowires, nanofilters and sensors.

Effects of Thomson-scattering geometry on white-light imaging of an interplanetary shock: synthetic observations from forward magnetohydrodynamic modelling

Stereoscopic white-light imaging of a large portion of the inner heliosphere has been used to track interplanetary coronal mass ejections. At large elongations from the Sun, the white-light brightness depends on both the local electron density and the efficiency of the Thomson-scattering process. To quantify the effects of the Thomson-scattering geometry, we study an interplanetary shock using forward magnetohydrodynamic simulation and synthetic white-light imaging. Identifiable as an inclined streak of enhanced brightness in a time–elongation map, the travelling shock can be readily imaged by an observer located within a wide range of longitudes in the ecliptic. Different parts of the shock front contribute to the imaged brightness pattern viewed by observers at different longitudes. Moreover, even for an observer located at a fixed longitude, a different part of the shock front will contribute to the imaged brightness at any given time. The observed brightness within each imaging pixel results from a weighted integral along its corresponding ray-path. It is possible to infer the longitudinal location of the shock from the brightness pattern in an optical sky map, based on the east–west asymmetry in its brightness and degree of polarisation. Therefore, measurement of the interplanetary polarised brightness could significantly reduce the ambiguity in performing three-dimensional reconstruction of local electron density from white-light imaging.

A reprocessing for climate of sea surface temperature from the Along-Track Scanning Radiometers: a new retrieval scheme

We present a new coefficient-based retrieval scheme for estimation of sea surface temperature (SST) from the Along Track Scanning Radiometer (ATSR) instruments. The new coefficients are banded by total column water vapour (TCWV), obtained from numerical weather prediction analyses. TCWV banding reduces simulated regional retrieval biases to < 0.1 K compared to biases ~ 0.2 K for global coefficients. Further, detailed treatment of the instrumental viewing geometry reduces simulated view-angle related biases from ~ 0.1 K down to < 0.005 K for dual-view retrievals using channels at 11 and 12 μm. A novel analysis of trade-offs related to the assumed noise level when defining coefficients is undertaken, and we conclude that adding a small nominal level of noise (0.01 K) is optimal for our purposes. When applied to ATSR observations, some inter-algorithm biases appear as TCWV-related differences in SSTs estimated from different channel combinations. The final step in coefficient determination is to adjust the offset coefficient in each TCWV band to match results from a reference algorithm. This reference uses the dual-view observations of 3.7 and 11 μm. The adjustment is independent of in situ measurements, preserving independence of the retrievals. The choice of reference is partly motivated by uncertainty in the calibration of the 12 μm of Advanced ATSR. Lastly, we model the sensitivities of the new retrievals to changes to TCWV and changes in true SST, confirming that dual-view SSTs are most appropriate for climatological applications

An algorithm for automatic checking of exercises in a dynamic geometry system: iGeom

One of the key issues in e-learning environments is the possibility of creating and evaluating exercises. However, the lack of tools supporting the authoring and automatic checking of exercises for specifics topics (e.g., geometry) drastically reduces advantages in the use of e-learning environments on a larger scale, as usually happens in Brazil. This paper describes an algorithm, and a tool based on it, designed for the authoring and automatic checking of geometry exercises. The algorithm dynamically compares the distances between the geometric objects of the student`s solution and the template`s solution, provided by the author of the exercise. Each solution is a geometric construction which is considered a function receiving geometric objects (input) and returning other geometric objects (output). Thus, for a given problem, if we know one function (construction) that solves the problem, we can compare it to any other function to check whether they are equivalent or not. Two functions are equivalent if, and only if, they have the same output when the same input is applied. If the student`s solution is equivalent to the template`s solution, then we consider the student`s solution as a correct solution. Our software utility provides both authoring and checking tools to work directly on the Internet, together with learning management systems. These tools are implemented using the dynamic geometry software, iGeom, which has been used in a geometry course since 2004 and has a successful track record in the classroom. Empowered with these new features, iGeom simplifies teachers` tasks, solves non-trivial problems in student solutions and helps to increase student motivation by providing feedback in real time. (c) 2008 Elsevier Ltd. All rights reserved.

The end magnets of the IFUSP race-track microtron booster

The end magnets of the IFUSP race-track microtron booster, second stage of the electron accelerator under construction at the Linear Accelerator Laboratory, are presented. They deflect, focus and return the beam to the accelerating section. Details about the project are discussed, Poisson code was used to give the final geometry of the end magnets. The end magnets incorporate auxiliary pole pieces (clamps) which create a reverse fringe field region that avoids the beam vertical defocusing and reduces the horizontal displacement produced by extended fringe fields (EFF). The small gap height used for the clamps provided reverse field distributions with fringe fields of short extensions, avoiding the traditional use of inactive clamps. Measurements and calculations concerning particle trajectories and reverse field distribution are presented. The floating wire technique, employing an original procedure to register orbits, was used to corroborate the calculated beam trajectories and represents a good experimental option in the lack of the accelerator beam. The experimental results showed agreement of about 0.1% with the calculations.

(Table 1) 40Ar/39Ar plateau and isochron ages for basalts from the Réunion hotspot track

Concordant plateau and isochron ages were calculated from 40Ar/39Ar incremental heating experiments on volcanic rocks recovered by drilling at four Leg 115 sites and two industry wells along the volcanic lineament connecting Reunion Island to the Deccan flood basalts, western Indian Ocean. The new ages provide unequivocal evidence that volcanic activity migrated southward along this sequence of linear ridges. The geometry and age distribution of volcanism are most compatible with origin above a stationary hotspot centered beneath Reunion. The hotspot became active with rapid eruption of the Deccan flood basalts, western India, and subsequent volcanic products record the northward motion of the Indian and African plates over the hotspot through Tertiary time. The radiometric ages are in general accord with basal biostratigraphic age estimates, although some adjustments in current magnetobiostratigraphic time scales may be required.