Optimisation of Railway Crossings/file/Wan... · 45 A methodology of improving the dynamic crossing...
Transcript of Optimisation of Railway Crossings/file/Wan... · 45 A methodology of improving the dynamic crossing...
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Optimisation of Railway Crossings
Chang Wan
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Research problem
Research methods
Challenges and solutions
Conclusion
Outline
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6% of the train delays due to turnouts in 2010, are
responsible for 55% of the total disruption time.
Impact of broken crossings is 28% of the
mentioned 55% of the disruption time.
Source from: I.Y. Shevtsov. Fracture problems of the crossings: Most common fractures in 2009-2012, presentation of workshopon defects in railway frogs, 2014, Kedichem, the Netherlands.
Some facts in Netherlands
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Lipping-plastic deformation with cracks on the crossing nose
Head checksDamaged crossing noseSpalling
Damage at crossings
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How to solve the problem?
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Two approaches
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Approach I
Tune the crossing geometry
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After grindingBefore grinding
Accelerations of nose rail (example of a single train passing at speed of 138.5 km/h)
5 10 15 200
20
40
60
80
100
120
140
Accele
ration (
g)
Wheelset No.
Vertical acceleration
Lateral acceleration
Total acceleration
5 10 15 200
20
40
60
80
100
120
140 Vertical acceleration
Lateral acceleration
Total acceleration
Wheelset No.
Acce
lera
tio
n (
g)
Impact along the crossing (collected data during 2 hour of train passages)
Effect of grinding
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Changing rail profiles
Crossing
Crossing
Wing rails
Crossing nose
Adjust crossing geometry
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Approach II
Tune the track elasticity
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Rail pads
Elastic baseplates
Under Sleeper Pads(USP)
Adjust track elasticity
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How ???
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Case 1
Case 2
…
Case n
Predefine n design cases
Best case optimum
Evaluate n cases
Traditional way in railway design optimisation
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How to choose the n cases ???
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( ) 1, 1, ,jF j Mx
, 1, ,i i iA B i Nx
Minimise 0( ) min, NF x x R 0( ) min, NF x x R
Subject to
Initial design
Update design using optimisation method
Analyse design
Does the design satisfy convergence criteria? Done
Y
N
Numerical optimisation problem
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Evaluation of crossing design based on
Dynamic vehicle-turnout interaction
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Crossing geometry optimisation
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Wheel-rail normal contact pressure S
Energy dissipation in the contact patch W Wear
RCF damage
0 1 2
( ) ( )min
( ) ( )
S WF w w
S W
X X
XX X
Optimise crossing geometry to reduce damages at wheel-rail interface!
Optimisation problem
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No risk of derailment
Sufficient support surface when impact occurs
Constraints of nose rail geometry
• Smooth-convex cross-sectional shape
• Monotonically increased height profile
Constraints
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Track elasticity optimisation
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High frequency force on rail (P1) Accounts for damage at the wheel/rail interface
Low-frequency forces on ballast (Fbl) and sleepers (Fsl) Accounts for damage of the sleeper and ballast bed.
Reduction of dynamic forces on turnout crossing
1
10
1
minbl sl
bl slP F F
bl sl
F FPF W W W
P F F X
Optimisation problem
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Maximum displacement of rail
Maximum displacement of sleepers
Maximum deflection of rail pads
Constraints
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Challenges
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1.
Parameterisation of crossing design
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Parameterisation of crossing geometry
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701:
+2 -1
55 25x 4
3¡À1
¡ À5 43
¡À1 +
2 -16
0
+2 -1
90
14
mm
10*
I II III IV
25
¡À1
33
¡À1
min
. 4
5
min
R10
25
¡À1
33
¡À1
min
. 4
5
+1 -0.5
10 +
1 -0.5
5
+1 -0.5
3.5
10x ¡ À5 10x ¡ À5 50x ¡ À5
I II III IV
min R10
0
4:1 4:1
4:1 4:1
4:1 4:1
20* 70*
+1 -0.5
10 +
1 -0.5
5
+1 -0.5
3.54¡ À1
TP
(a)
(b)
(c)
10xα±5 10xα±5 50xα±5
25xα±5
4±1
33±1
25±1
33±1 25
±1
43±1
43±1
Step I: Choose control cross-sections
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Tuning cross-sections III, V
Fixed cross-sections I, II, IV
70
A B C
D
7014 m
m
2xa1
b1
2xa 2
b 2
A B C D
25 mm
55
4
1:
10x 10x 50x
20xαE
I II III VIV
Step I: Choose control cross-sections
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Longitudinal height profile of nose rail
Step II: Determine design parameters
0 200 400 600 800 1000 1200-15
-10
-5
0
5
10
15
fixed point
movable point
reference profile
adjusted profile
II
Hei
ght
[mm
]
I
h1
h2
Distance from TP [mm]
III
V
IV
Hei
ght w
.r.t t
he t
op o
f no
rmal
rai
l [m
m]
0
-14
TP
h1h2
e e 2e
Wing rail Nose rail
I II III V IV
3e
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Step II: Determine design parameters
Distance from nose rail centre [mm]
Hei
ght
[mm
]
0 5 10 15 20 25-4
-2
0
2
4
6
8
10
12
1:4
1:25
fixed control points
movablecontrol points
P0
P1 P2
P3
P4
P5
P
M
Transvers profile of nose rail (B-spline)
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Parameterisation of track elasticity
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3 6
1 2 3 4 5 6 7 8 9 10 11
Design parameters: elastic properties of rail pads & USP
Parameterisation of track elasticity
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Design parameters: elastic properties of rail pads & USP
3 6
1 2 3 4 5 6 7 8 9 10 11
M RF
transition part
Rail pad
USP
F M R
Parameterisation of track elasticity
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2.
Uncertainties in crossing design
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Robust Optimisation
f(X)
X
optimal: non-robust
suboptimal: robust
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3.
Balance between model accuracy and
computational cost
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Experimental investigation
MBS simulation
Rail surface
FEM simulation
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Optimum solution
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Nose rail shape
Longitudinal height profile of nose rail
0 200 400 600 800 1000 1200-15
-10
-5
0
5
10
15
Distance from TP [mm]
Heig
ht
[mm
]
ref
opt
II
III
V
IV
0 5 10 15 20 25 300
5
10
15
Distance from nose rail centre [mm]
Heig
ht
[mm
]
ref
opt
Optimum crossing geometry
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Shift of impact location
Reduction of contact pressure
2000
2500
3000
3500
4000
4500
5000
Conta
ct
pre
ssure
[M
Pa]
opt
ref
C2C1B2B1A2A1
200
300
400
500
600D
ista
nce f
rom
TP
[m
m]
opt
ref
A2 B1 B2 C1 C2A1
A1-C2 represent different vehicle-track conditions
Robust dynamic behaviour
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Softer rail pads combined with the USPs
Rail pads with different properties
Relatively less soft rail pads before and after the crossingnose than under the crossing nose
Optimum track elasticity
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Reduction of dynamic forces--Compared to original design
Optimum designs
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How to implement ?
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Crossing before grinding Crossing after grinding
Grinding/welding maintenance
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source from Network Rai Engineering education video: https://www.youtube.com/watch?v=qsCoJJLhS68
Manufacturing process
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A methodology of improving the dynamic crossing performance by tuningcrossing designs is proposed, including:
• Adjusting crossing geometry
• Adjusting track elasticity
The methodology combines modern optimisation techniques and dynamic train-turnout interaction, and accounts for
• Multiple assessment criteria in design optimisation
• Uncertainties in design
• Realistic parameterisation of crossing designs
• Balance between accuracy and computational cost
Concluding remarks
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Details of the research can be found in
C. Wan. Optimisation of vehicle-track interaction at railway crossings. PhD thesis; TU Delft.
https://www.researchgate.net/publication/307977713_Optimisation_of_vehicle-track_interaction_at_railway_crossings
http://repository.tudelft.nl/islandora/object/uuid:8dac8f02-fe9e-4baa-9503-e9b3d79dd1aa?collection=research