RAILWAY RAIL/WHEEL CONTACT in NARROW CURVES Csépke, Róbert

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017

RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES

(in the aspect of track)

Csépke, Róbert Infrastructure Civil Engineer Group Leader Budapest Transport P.H. Co. Tram Directorate, Projectmanagement Team of Technical Development INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert

CONTENTS:

1. Prologue 2. „Historical Review” 3. The Problem is: Obscurity (I., II.,…) 4. Findings until now (I., II., …) 5. Recommendations for railway TRACK (I.,II.,…) 6. Recommendations for railway VEHICLES (Tram) 7. Summary 8. Library

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert

1. Prologue

Széchenyi István University Budapest Transport Doctorate Course P.H. Co. Tram Directorate, Projectmanagement Team of Technical Development, INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 2. „Historical Review” I. „Railway Tracks” „Railway Vechicles” Interface in science „Border”

(Source: internet) INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 2. „Historical Review” II. A little bit of „repetition” I.

• In straight tracks low equivalent conicity (tgɣ e) is favorable • When running in curves high/sufficient rolling radius difference (RRD) would be advantageous • These are contradictory requirements

source: K. Rießberger INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 2. „Historical Review” III. A little bit of „repetition” II.

• Gauge widening in narrow curves O.K. ! source: TEMPUS-TIGER, Eisenbahn I. • In wider track gauge the fixed Dr. K. Riessberger bearing bogies rotate easier, thus the angle of attack increases • In this case, RRD on the rear axle will be negative • These are contradictory requirements as well source: Sebastian Stichel, WRI May 7, 2013, INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 3. The Problem is: Obscurity I.

• New vehicles were purchased in CAF Budapest (Siemens Combino, CAF Urbos) • New Vechicles New Wheel profiles, which have not been inspected Siemens • Nowadays there are 3 profiles in use. • Question of IRW (Independent Rolling Wheels)

BKV INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert

3. The Problem is: Obscurity II. MÁV 48,3 kg

• Several railprofiles are used with different inclination. • Vignoles rails: MÁV 48.3, M48, 49E1, 54E1 (1:∞, 1:20, 1:40,) • Grooved rails: 51R1, 59R2, 60R2, (lately 67R1) (#1:∞# 1:40) 59R2 • Blockrails: B3, B1 (1:∞, lately 1:80)

B3 INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 3. The Problem is: Obscurity III. Initial analysis • The perviously presented parameters were simply analysed intiailly • For example wheels in R=63 m curve • Front axleruns in curve of 125m, back axle runs in 125m too, but in opposite direction (-126 m)!!!

R=t*r/∆r=1500*335/3,99=125.939 mm~=126m INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 3. The Problem is: Obscurity IV. - Realising the problem • We recognised, that we used wrong parameters in narrow curves and turnouts, with regards to running-gear technology • It causes significant damage (~15 km R≤200m tram track)

R=63m curve INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 3. The Problem is: Obscurity V. Available sources • Finding professional solution for the recognised problem seemed reasonable • Technical Specifications of Interoperability (TSI), the technical regulations for the conventional and high speed rail networks of the European Union regulate only the running parameters related to interoperability.

• It regulates parameters for straight tracks (equivalent conicity, tanγe), but it is only in favour of stable running at high speed. • There is no regulation for turnouts (neither for straight or diverging track) • Parameters for running in curved track, which differs from running in straight , is not included in the TSI (Rolling Radius Difference, RRD), thus this regulation is not exact. • Hovewer, urban railway are not in the scope of TSI!

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert

3. The Problem is: Obscurity VI.

Own investigation? YES! • International and national research results were taken into account. (Inwicki, Li, Shevtsov, Polach, Wang, Zobory, …) • EC standards and UIC leaflets are also taken into account, however most of them are vehicle specifications! (EN 15302, EN 14363:2016, RSI, …) • A nationally developed software is used for the analysis of rail/wheel contact parameters. (MÁV KFV Kft. : „Conicity”, …) INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: I. • We started the running-gear technology analysis of the different types of wheels and rails (~4000 variation). INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: II. • The typical analysis of co-operators were also carried out (Metro, HÉV). • Parameters, used by the state railways (MÁV) were also taken into account. INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: III. • 1:20 rail inclination and 1:40 taper used by MÁV and Budapest Metro is harmful in both straight and curved tracks. • The suburban railway of Budapest (HÉV) is nothing better with 1:20/1:20 combination INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: IV. • Turnouts used in Hungary (for example in the Budapest Metro) with 1:∞ rail inclination, are particularly prone to damage in the straight, but even more in diverging path (practically there is no RRD) 4. Findings until now: V. Unfavourable rail/wheel combinations • Blockrails with 1:∞ rail inclination, used in Budapest, are (B1, B3) SPECIALLY unfavorable to all wheel profiles! • A Ph (grooved) and Vignole rails with 1:20 rail inclination are not favourable. The slightest problem is caused by the 1:40 rail inclination, however, even this is not enough in narrow curves. 4. Findings until now: VI. RRD can’t be fulfiled!

∆s, [mm] (Distance Required ∆r ∆r*, [mm] (Required • For the rail/wheel difference travelled by (RRD), [mm] and formed difference in R, [m] the wheel per rotation, (r=335, GANZ running circle formed by running circle combinations that have tram) diameters, max 5 mm) diameter deficiency) been analysed so far, the 3000 0,17 4,83 30,3 2000 0,25 4,75 29,8 available RRD≈ 5mm 1500 0,34 4,67 29,3 1000 0,50 4,50 28,2 (max. possible RRD ≈ 500 1,01 4,00 25,1 300 1,68 3,33 20,9 5mm!) 200 2,51 2,49 15,6 • 150 3,35 1,65 10,4 In curves ≈R<80-100 m it 100 5,03 -0,03 -0,2 is not possible to achieve 75 6,70 -1,70 -10,7 50 10,05 -5,05 -31,7 the required RRD! 40 12,56 -7,56 -47,5 30 16,75 -11,75 -73,8 25 20,10 -15,10 -94,8 20 25,13 -20,13 -126,4 18 27,92 -22,92 -143,9 (R<100 m ≈ 5,5 km tram track in Budapest)

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: VII. Flange running is required • The max. possible RRD ≈ 24mm can be achieved, when the outer wheel runs on the flange!). • There is no transition between the two values (~ 5-24mm) in this range, differences between the necessary and sufficient values can be significant. INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: VIII. High frequency run • Unfavourable rail and wheel combinations A simple transformation of the Klingel formula can be used to test the frequency of running. The frequency (f) can be calculated with reference to speed (v) as follows: f=v/2π√tanɣ /r0 e0

The actual wheel, rail and gauge combination, shown on the figure, the frequency is 3.3 Hz This is very unfavourable! 3,3= 13,9/2*3,14 √1/330*1500

(L) length of wave, (v) velocity. (e0) gauge, (tanɣ) equivalent conicity, (r0) rolling radii of the wheel

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: IX. „Regulation” in curves • EN 14363 :2016, the RSI (Radial Stearing Index ) is introduced in this version, but no requirements on the RSI are specified. (The RSI is defined as qe= Re/R Where Re is the smallest possible curve radius without flange contact occurring, and R is the actual curve radius, meaning - When qe≤1, radial steering is possible - When qe >1, radial steering is not possible) • It is a regulation for railway vechicles too! • IT IS NOT SUFFICENT! In my opinion, all axes and their relation to each other should be examined for RRD. INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 4. Findings until now: X. New requirements On the basis of the analysis, it is first necessary to examine from aspect of track, that the maximum possible potential (Δrw) and the required radius difference (Δr *) should determine the relationship between the two wheel diameters a CI = Δrw-Δr * for given wheelset for R<100 m curves. So far, this is a method similar to RSI, but it should not stop here! If a ∆rw≥∆r* (CI≥0), the theoretical connection is appropriate but the test goes further with the determination of CI2 on the rear wheelset. If negative CI2 occurs, it is necessary to arrange the outer wheel to be diverted towards the outer rail. CI1#2 should be calculated by the CI1#2=CI/CI2 relations. Its value should ideally approximate to CI1 # 2 = 1, values less than 0.5 (1/2) should be avoided, in case of negative values the technical solution in curves is not satisfactory. If CI <0, then other technical solutions need to be designed for curves. INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 5. Recommendations in railway TRACK I.

• • Introduction limit values for tanγe ~0,4-0,5 for straight running-gear technology!! track, but min. 0,1!!! • Asymmetrical rail • In high rail 1:∞, in low rail inclination in curves (or rail 1:20! grinding) where it is possible. • Improving railprofiles with • Bellow ~R=40 m shallow shallow groove. (Prototype groove in the high rail in turnout in 2018) curves, to achieve running on flange (Rail lubrication)

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 5. Recommendations in railway TRACK II.

• • Apply gauge widening and Use of guide rail by the outer reducing the attack angle! rail ! To use them by the • Under R=40 m the use of inner rail is harmful! shallow groove to achieve flange running • It is necessary to develop rail systems suitable for shallow groove!

• • Regulating running in Introduction of new design narrow curves is necessary parameter for running in for urban railways (the curves CI introduction of this • For IRW-s too. parameter to the TSI is recommended) (For example in case of a 5 axle ROLA i would like to apologise from my colleagues for the amount of calculations needed for the (CI,CI1…CI5; CI1#2, …)) INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 5. Recommendations in railway TRACK IV.

• • Old „yellow book” New „yellow book”

2018 INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 6. Recommendations in railway VEHICLE (Tram)

• • the structural design of It is strictly recommended, bogies on trams should that trams should only be contribute to reduce the designed with radial attack angle (Smaller CI) positioning wheelsets (e.g. Scheffel or other active • in the smallest curves systems). (~R<40m) the vehicles • Closer cooperation of should run on the flange of professional sectors to be the outer wheel. initiated with regards to the development of flange running.

INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 7. Summary:

1. 2. The first step is the Parameters for rail vehicles introduction of running-gear have to be optimised for technology rules improved track parameters. recommended in the aspects (optimisation of wheel of track section, „Wear Index”, radial (tanγe max. and min., guide steering wheels, RCF, Head rail by high rail, CI, Checking…) asymmetric rail inclination, run on flange in whole curve) INNORAIL 2017 Budapest, Hungary Railway Infrastructure and Innovation in Europe October 10-12, 2017 RAILWAY RAIL/WHEEL CONTACT IN NARROW CURVES Csépke, Róbert 8. Library:

- Stichel, S.: Principles of wheel-rail interaction. WRI Principles course, KTH Royal Institute of Technology. May 7, 2013, (18-28. o.) - Csépke, R.: Sín/kerék kapcsolat a kis sugarú ívekben, A X. Nemzetközi Vasúti Forgóváz és Futómű Konferencia előadásai, (BOGIE’16), (szerk. Prof. Zobory István), BME, Vasúti Jármű, Repülőgép és Hajózási Tanszék, Budapest, 2016. szeptember 12-15., (szerkesztés alatt). - Shevtsov, I. Y.: Wheel/Rail Interface Optimisation, PhD Dissertation, Delft University of Technology, The Netherlands, 2008 - Brandau, J.: Einsatz unsymmetrischer Schienenkopfprofile im Nahverkehr, Doktor-Ingenieur Dissertation, Fachbereich Maschinenbau der Universität Hannover, Deutschland, 1999 - NYTRAM: TCRP RPT 57-Track Design Handbook for Light Ral Transit (Part C) Chapter 4, (7-10 o.) - Zobory, I.: Prediction of Wheel/Rail Profile Wear:Vehicle System Dynamics, Vol. 28, 1997, 221-259 old., Swets and Zeitlinger - Kaplan, A., Hasselman, T. and Short, S.: Independently Rotating Wheels for High Speed Trains, SAE Technical Paper 700841, 1970-10-05, doi: 10.4271/700841 - Meyer, A.: Wheel sets or independently rotating wheels - from theory to practice, https://www.mobility.siemens.com , published by Siemens AG, 2016., Article No. MOUT-T10029-00-7600 - Zobory, I., Gáti, B., Kádár, L., Hadházi, D.: Járművek és mobil gépek I. Egyetemi tananyag, Budapesti Műszaki és Gazdaságtudományi Egyetem Közlekedésmérnöki és Járműmérnöki Kar, 2012. - Csépke, R.: Vasúti sín/kerék kapcsolat elemzése a kis sugarú ívekben, Sínek Világa, 2016. 2. szám, (24-28. o.).

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