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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 γ 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.
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