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Track Geometry for High-Speed Railways

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Track Geometry for High-Speed Railways TRITA - FKT Report 2001:54 ISSN 1103 - 470X ISRN KTH/FKT/EX--01/54--SE Track geometry for high-speed railways A literature survey and simulation of dynamic vehicle responce by Martin Lindahl Stockholm Railway Technology 2001 Department of Vehicle Engineering Royal Institute of Technology Track geometry for high-speed railways A literature survey and simulation of dynamic vehicle responce by Martin Lindahl TRITA-FKT Report 2001:54 ISSN 1103-470X ISRN KTH/FKT/EX--01/54--SE Postal Address Visiting address Telephone E-mail Royal Institute of Technology Teknikringen 8 +4687907628 [email protected] Railway Technology Stockholm Fax S-100 44 Stockholm +4687907629 Abstract The present work consists of two main parts. The first part (Chapter 2 and 3) deals with a literature survey where a short introduction is given for track geometry and track/vehicle interaction. After the introduction, a survey over the present standard in Europe and Japan is made. In particular the recent proposals for a common European Standard (CEN) and TSI (Technical Specification for Interoperability) are reviewed. The second part (Chapter 4, 5 and 6) starts with an attempt to foresee the performance of a train that would be available from the industry around 2010. Furthermore, the second part deals with simulations. Firstly, hunting stability is simulated to establish a vehicle configuration that could deal with higher speeds. Secondly, track shift forces are simulated with Prud´hommes criteria as boundary condition. Thirdly, a risk factor for vehicle overturning was calculated in the most adverse case where the train was running on a curve and the wind was directed outwards. In the simulations, two sets of track irregularities were used. Some consequences of different kinds of freight train operations are discussed in Chapter 7. In short terms, the following conclusions have been drawn: - A cant up to 200 mm is possible if the track is built for dedicated high-speed traffic; in freight train operations some 20-50 mm lower. - A cant deficiency of 225-250 mm could be allowed when using carbody tilt and suitable bogie technology. The tilt is a basic requirement when using such high values of cant deficiency. - The transition curves should be long, i.e. the duration in the transition curve should be in the order of around 4-5 sec, if carbody tilt is anticipated. - It could be concluded that hunting stability can be achieved. - The track quality has too be improved relative to current standards for 200 km/h in order to meet requirements on lateral track shift forces. The degree of improvement should be further investigated. - It is concluded that safety criteria for side-wind exposure can be met, if the trains have favourable, although, realistic, aerodynamic performance. - The maximum gradient shall be chosen according to the type of freight traffic foreseen in the future. Keywords: track, geometry, high-speed, train, railway, cant, cant deficiency, cant excess, tangent track, transition curve, horizontal curve radius, gradient, vertical curve radius, simulation, hunting stability, track shift force, vehicle overturning, track irregularity, freight trains i ii Sammanfattning I Sverige finns behov av spårgeometri för höghastighetsbanor. Bl.a. har frågan aktualiserats i samband med studier av den s.k. Europakorridoren (Stockholm - Jönköping - Köpenhamn/Göteborg). I dessa sammanhang har det framförts önskemål om en hastighetsstandard för 350 km/h, vilket är den standard som åtminstone delvis projekteras och byggs i Mellan- och Sydeuropa. För Sveriges del, som är ett land med långa transportavstånd, finns det behov av korta restider på långa avstånd, vilket talar för hög hastighet. Detta ställer krav på stora kurvradier. Samtidigt finns ett starkt behov av att bygga banorna med relativt låga investeringskostnader samt små intrång i natur och bebyggelse. Detta ställer krav på att inte göra kurvradierna större än absolut nödvändigt och även att kunna tillåta relativt större lutningar i banan. En litteraturgenomgång har utförts där förslagen till europastandard för spårgeometri studerats (CEN och TSI). Dessa förslag till europastandard skapar flera möjligheter att minimera både horisontella och vertikala kurvradier. Det föreslås även vara möjligt att tillåta tåg med korglutning efter särskilt tillstånd av banhållaren. Lutningar i banan upp emot 35 ‰ föreslås även vara tillåtet. Rapporten tar även upp den framtida tågteknologin om vad som är tekniskt möjligt vilket har diskuterats med tekniska experter inom industrin. Optimerad passiv hjulparsstyrning är en del som diskuterats. I detta sammanhang har utvecklingen av aktiv sekundärfjädring nämnts som ett alternativ men dock inte studerats ingående. Den aerodynamiska utformningen har förfinats och senast känd teknologi har används. Simuleringarna har utförts i tre olika steg. Först görs en gångstabilitetssimulering för att fastställa att använd teknik klarar av hastigheterna som eftersträvas. Nästa steg var att beräkna spårförskjutningskrafter med Prud´hommes kriterium som gränsvärde. I denna del simulerades olika fall där spårläget varierades för att ge en uppfattning om vad som krävdes för att klara gränsvärdet. Slutligen simulerades säkerheten mot vältning vid kraftig sidvind enligt föreslagna riktvärden för vilka vindhastigheter som bör klaras. Bland annat har följande slutsatser dragits: - Rälsförhöjning upp mot 200 mm är möjligt vid antagandet av enbart höghastighets- trafik (V ≥ 200 km/h). - Rälsförhöjningsbrist upp mot 250 mm kan tillåtas förutsatt att korglutningsteknik och lämpliga boggier används. - Långa övergångskurvor rekommenderas (en varaktighet om minst ca 4-5 s). - Uppställda gångstabilitetsvillkor uppnås. - Spårläget måste förbättras för att gränsvärdet för de laterala spårförskjutnings- krafterna ska klaras. Graden av förbättring måste studeras vidare. - Villkoren för sidvindsstabilitet klaras om tåget får en god aerodynamisk utformning. - Banans lutningsförhållanden bör väljas med hänsyn till den godstrafik som förutses. Nyckelord: Spårgeometri, höghastighetsbana, tåg, höghastighetståg, godståg rälsförhöjning, rälsförhöjningsbrist, rälsförhöjningsöverskott, rakspår, övergångskurva, horisontalkurva, lutning, vertikal- kurva, simulering, gångstabilitet, spårförskjutningskraft, vältning, spårlägesfel. iii iv Preface and acknowledgements This study has been carried out at the Division of Railway Technology, Department of Vehicle Engineering, Royal Institute of Technology (KTH, Kungliga Tekniska Högskolan), Stockholm, in close cooperation with the Swedish National Rail Administration (Banverket), Europakorridoren AB, Helsingborg, Bombardier Transportation, Västerås, and the Swedish National Road and Transport Research Institute (VTI), Linköping. The bulk of this study constitutes my Master of Science thesis. The financial support from Banverket, Bombardier Transportation and Europakorridoren for the present work is gratefully acknowledged. Thereby it was possible to give an extra-ordinary support and supervision from KTH senior staff. I would like to thank my supervisor Sebastian Stichel and my examiner Professor Evert Andersson for their knowledge and support during the course of this work. There have been four reference group meetings. This reference group consisted of persons from Banverket, Europakorridoren, Bombardier Transportation, VTI and KTH. I would like to state my kind regards to Bertil Eriksson and Per Hurtig from Banverket, Mikael Stamming from Europakorridoren, Olle Ek and Jan Ågren from Bombardier Transportation and Björn Kufver from VTI. The vehicle model used in the simulations have been provided by courtesy of Bombardier Transportation. Thanks are also delivered to Ingemar Persson from DEsolver AB for his support and help during the simulations. Due to the great extent of this work, some contributions have been delivered from Sebastian Stichel and Evert Andersson. Part of Chapter 4 has been written by Sebastian Stichel and the bulk of Chapter 7 has been written by Evert Andersson. Friends, Brothers, Mum and Dad, thank you for patience. At last but not least I would like to thank my girlfriend for her support and encouragement. I should not managed this without you. Stockholm, December 2001 Martin Lindahl v vi Table of contents Abstract .............................................................................................................................i Sammanfattning ............................................................................................................ iii Preface and acknowledgements......................................................................................v 1 Introduction.................................................................................................................1 1.1 Background to the present study ....................................................................1 1.2 Objective and approach of the present study..................................................1 1.3 Thesis contribution .........................................................................................2 2 Track geometry and track/vehicle interaction .........................................................3 2.1 Design track geometry....................................................................................3 2.1.1 Track gauge................................................................................................3 2.1.2 Track cant...................................................................................................3
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