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TRANSCRIPT
12/04/2018
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ADVANCES IN TESTING ROLLING STOCKBy Don Skerman
Formerly with Queensland Railways/Aurizon
Thursday 12th April 2018
TESTING IN 1980’S. MONITORING AND RECORDING EQUIPMENT IN TEST CAR (FM TAPE RECORDERS, CHART RECORDERS, ANALOGUE RIDE INDEX METERS, VIDEO)
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SECTION OF “ROUGH TRACK” SELECTED FOR INSTRUMENTED TESTS BASED ON TRACK RECORDING CAR DATA
ISSUES
Suitable track not always available when needed
Track may have high Track Condition Index (statistical measure of roughness) but no isolated irregularities near reporting limits
No jointed track suitable for axle load of new coal wagons loaded to their service mass
Cyclic irregularities can develop quickly in tracks with similar heavy wagons running at consistent speeds
Any cyclic irregularities may not be negotiated at critical speed
Rail head profile on favourite hunting test track sections ground more frequently than more remote sections of track on high speed routes (particularly outside Queensland)
Ride Index averages out response to isolated irregularities in track
Acceptance limits not defined
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DEVELOPMENT OF STANDARDS
ROA Roadworthiness Acceptance Tests in 1989
(which later became Section 3 of the ROA Manual of Engineering Standards and Practices published in 1991)
Based on parts of AAR Specification M-1001 Chapter XI, Service-Worthiness Tests and Analyses for New Freight Cars and NSW twist test
Static twist test, P2 force calculation, on-track tests for Hunting, Pitch & Bounce, Curve Stability (also some structural tests)
Not all tests representative of Australian conditions, particularly 1067 mm gauge track
FEBRUARY 1998 - DERAILMENT OF LOADED COAL TRAIN DESCENDING CONNORS RANGE AT 32 KM/H
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TESTING OF LOADED COAL WAGON OVER DERAILMENT SITE MEASURING SPRING DISPLACEMENTS
CONTROLLED TEST USING TAMPING MACHINE OR PACKING OF RAIL TO FORM HUMPS AT BOGIE CENTRE SPACING “V”
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VIDEO OF TESTS ON LATER (HIGHER CG) WAGONS AT 20, 25, 30, 40, 60 KM/H
KLEX WAGON (11 M BOGIE CTRS) – DERAILMENTS WHILE EMPTY ON 12.2 M RAILS WITH EQUAL
STAGGER JOINTS. NOT KOJX (9 M CTRS)
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QR SAFETY MANAGEMENT SYSTEM STANDARD STD/0026/TEC“ROLLINGSTOCK DYNAMIC PERFORMANCE” – ISSUED 2001
Track irregularities for testing based on the “d1” track recording reporting level requiring assessment within 24 hours of detection
Isolated irregularity tests with top and versine irregularities at 120% d1, combination irregularities added later
Cyclic irregularity test with humps at bogie centres, height 67% d1 originally, later revised to 40% d1
Additional cyclic irregularity test for curve entry with misaligned cant ramp and transition
Hunting test similar to ROA
Static twist test modified for QR track and Rotational Resistance included for “Transition Curve Negotiation”
P2 force calculation modified for QR track, limits specified for Lateral and Vertical Wheel/Rail forces and Track Shifting force
Rollover test and static test for interference with structures
INTERFERENCE WITH STRUCTURES DUE TO LOW ROLL AND/OR LATERAL SUSPENSION STIFFNESS
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IMPROVEMENTS TO TWIST TEST METHOD AND EQUIPMENT (LEAD WHEELSET ON PORTABLE TRAIN
WEIGHER, HYSTERESIS GRAPH)
0
1000
2000
3000
4000
5000
6000
-100 -80 -60 -40 -20 0 20 40 60 80 100
Jacking Left Side : Jacking Right Side
Whee
l Lo
ad (kg
)
LeftWheel -Jackingleft
RightWheel -Jackingright
LeftWheel -Jackingright
RightWheel -Jackingleft
Left wheel starting load.
Right wheel starting load
The measured load on the left wheel when the rolling stock has been raised on the right hand side to the maximum height.
Wheel load remaining on the right wheel when the rolling stock has been raised on the right hand side to the maximum height.
The measured load on the right wheel when the rolling stock has been raised on the left hand side to the maximum height.
Wheel load remaining on the left wheel when the rolling stock has been raised on the left hand side to the maximum height.
AS7509 ROLLING STOCK DYNAMIC BEHAVIOUR – PUBLISHED 2009, REVISED 2017
Most tests for 1067 mm gauge based on QR STD/0026
Additional tests and criteria added for 1435 mm and 1600 mm track
Shapes of irregularities better defined
Base Ride Acceleration, clearance checks for horizontal and vertical curve negotiation, wind loads included
AS7508 published for Track Forces and Stresses
Enhanced criteria included for verification of computer modelling and exemption from testing
Recognition of importance of effective conicity of wheel and rail profiles for hunting tests
Related to RISSB Hazard Register
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MORE REALISTIC TWIST TEST CRITERIA FOR STANDARD GAUGE ROLLING STOCK
IMPLEMENTED JANUARY 2014 FOLLOWING ANALYSIS OF TRACK RECORDING CAR DATA
EFFECT OF RAIL PROFILE ON EFFECTIVE CONICITY AND HUNTING
Critical speed for hunting of FQAY wagon
0
20
40
60
80
100
120
140
0 0.05 0.1 0.15 0.2 0.25
Equivalent Conicity y=3
Sp
eed
km
/h
WPR 2000 onground rail
worn ANZR-1 on worn rail
WPR 2000 on worn railworn ANZR-1
on ground rail
new ANZR-1 on ground rail
Partly worn ANZR-1 wheel
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COMPUTER MODELLING (NUCARS, VAMPIRE ETC)
Purpose built software for rail vehicles and track
Suitable connection elements between component masses to describe non-linear stiffness and damping characteristics
Must cater for wheel to rail interaction non-linearities
Commonly used as part of the design process
Highly desirable to reduce the number of physical tests
Simulate response to defined track geometry irregularities without the difficulty in obtaining track with suitable defects
Allow wheel to rail forces and derailment potential to be predicted without expensive instrumented wheelsets
Physical testing necessary to validate key elements of the vehicle simulation model and confirm the parameters used
VALIDATION OF COMPUTER MODELS
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VALIDATION OF COMPUTER MODELS – HARMONIC ROLL TEST
OMITTED FROM 2017 REVISION OF AS7509 - MUST NOW BE OBTAINED FROM THE RAIL INFRASTRUCTURE MANAGER(S) FOR THE RAILWAY NETWORK(S) WHERE THE ROLLING STOCK IS TO OPERATE
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UNATTENDED DATA ACQUISITION, AUTO DOWNLOADING
CHECKING WAGON PERFORMANCE OVER ENTIRE ROUTE, TRACK CONDITION MONITORING
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QUESTIONS ?