WP3 ‘The Freight Train of the Future’

Presentation to Mid-Term Conference Paris 4th December 2013

Introduction
Simon Iwnicki, University of Huddersfield

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 WP3 The Freight Train of the Future - Aims

Aim: To design the Sustrail freight to be green,

lightweight, low noise emission, high performance,
running at higher speed

The main objective is to identify which available or

imminent solutions/developments can lead to:
improved running behavior of railway vehicles resulting in
reduced system maintenance and operating costs for
vehicle and track
reduced environmental impact and increased sustainability
and efficiency

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 WP3 - Tasks

• Task 3.1: Running gear [HUD together with STP, GTU,

KTH, TUB, UVAIUD, POLIMI, LUCCHINI USFD and NR]

• Task 3.2: Traction and braking [KES and KTH together with
LUCCHINI, POLIMI and GTU]

• Task 3.3: Body and bogie structure [UNEW together with

TRAIN and UVAIUD]

• Task 3.4: Condition monitoring [MERMEC together with

TRAIN POLIMI LUCCHINI and UNEW]

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4
 Référence / date

Subject
5

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WP3 - deliverables
 WP3 - Timescales
WP1 – WP2 –
‘benchmarking’ ‘duty’

D1.3 D2.1 D2.4

common vehicles standards Future vehicle requirements
WP4 ‘sustainable track’
WP3 ‘the freight train of the future’

Technology review Concept design Detailed design

• running gear • running gear • running gear
• traction and braking • traction and braking • traction and braking
• structure • structure • structure
• condition monitoring • condition monitoring • condition monitoring

D3.1 D3.2 & D3.3 D3.4 & D3.5 D3.6 & D3.7
outline design traction and braking body and bogie Condition mon.

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Référence / date

& handbook
WP5 – ‘business case’
WP6 – ‘technology demonstration’
Subject
M7 M9 M12 M18 6
M24 M30 M36 M42
 Vehicle Performance Requirements (from D 2.4)

With reference to “suspension and running gear” it is suggested that they should provide for a
reduction in damage to the rail and track in terms of derailment; track vertical settlement;
rail damage and lateral force.

With reference to the brake characteristics it is highlighted that the Sustrail freight vehicle will
benefit from a combined wheel-slide and brake control system.

Analysis on accelerations and speed requirements showed that higher time savings can be
obtained by increasing the speed up to 120 km/h with respect to today whilst lower benefit
can be achieved from 120 km/h to 140 km/h, mainly due to speed limits imposed by railway
crossing, switches and curves with high radius and sections with high gradient.

Aerodynamics investigations, primarily from the perspective of the associated drag, pointed out
a series of options to improve the aerodynamics of the freight vehicle and highlighted, for
intermodal wagons, the relevant effect of operational factors (vehicle choice and loading
regime).

Finally with reference to noise mitigation, for the range of operating speeds of the
SUSTRAIL wagon, rolling noise will be the dominant source. Since it is clear that increasing the
running speed from 120 km/h to 140 km/h (or higher), will increase the rolling noise, a possible

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Référence / date

approach is to fit, or retrofit, the wagon with composite tread brakes or perhaps even disc
brakes.

Subject 7
 Duty requirements (from D2.5)

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Référence / date

Subject 8
 Technology Review

Summary
• A review of possible innovations which could be
used in the SUSTRAIL vehicle
• All partners worked on this review
• Results were presented at the Malaga
Workshop
• An assessment Matrix was used to evaluate
innovations and all partners participated in the
evaluation
• Decision to go forward with two demonstrators:

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Référence / date

• ‘Conventional’
• ‘Futuristic’
Subject 9
 D3.1

Outline design of an optimised, low impact, sustainable freight bogie

Running gear (HUD)

• Optimisation of suspension

Bogie structure (NEW)

• Optimisation of bogie frame

Braking system (KES)

Condition monitoring (MERMEC)

Compilation (HUD)

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Référence / date

Review (SIRV)

Subject 10
 Concept design activities
Running gear (HUD)
• HUD optimisation of running gear layout and components
• TUB optimisation of running gear layout and components
• SPT optimisation of running gear layout and components
• LUCCHINI specification of novel wheelsets and axle coating

Structures (NEW)
• UNEW optimisation of structural design materials and concepts
• TRAIN

Traction and Braking(KTH/KES)

• KES specification of electronic braking system
• KTS specification of hybrid traction drive

Condition monitoring (MERMEC)

• MERMEC
• TRAIN

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Référence / date

• POLIMI development of wheelset inspection concepts

Compilation (HUD and USFD)

Subject
Review (SIRV and USHEF) 11
Improved running gear
Simon Iwnicki, University of Huddersfield

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 WP3 The Freight Train of the Future

 Freight – the challenge for the running gear

Technical
 High Laden:Tare ratio (typical axle load varies from >25
tonnes to <10 tonnes)
 Good curving behaviour (=soft suspension) v good stability
(=stiff suspension)

Economical
 Tradition of very low cost vehicles (with low maintenance
requirements)
 No financial benefit for ‘track friendly’ performance

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13
The existing solution – the Y25 bogie

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14
The existing solution – the Y25 bogie

From Jönsson P-A

‘Freight wagon running gear –
a review’
KTH 2002

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The existing solution – the Y25 bogie

From Jonsson P-A

‘Freight wagon running gear –
a review’
KTH 2002

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 Previous attempts at innovation – the LTF25 bogie

In the 1980s British Rail Research in the UK developed

a novel, track friendly bogie using passenger vehicle

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technology. The LTF25 bogie included inboard axle boxes
to reduce wheelset mass, wheel mounted disk brakes
and hydraulic damping.
17
 The TF25 bogie

The high cost of the LTF25 bogie and concerns about axle fatigue with inboard
axle boxes militated against its adoption but Powell Duffryn produced a modified
version of the bogies known as the TF25 bogie which has achieved some
production success.

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 Previous attempts at innovation - the ‘LEILA’ bogie

The ‘LEILA’ bogie concept was developed by TUB.

It has inside axle boxes to reduce mass and a standard centre pivot with spherical

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friction surface working in parallel with side bearers consisting of coil springs
and a flat friction surface. Cross anchors link the two wheelsets and allow low yaw
stiffness for radial steering in curves to reduce profile wear and stable running at high
speed without the requirement for a yaw damper.

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 Technology Review
WP3 "THE FREIGHT TRAIN OF THE FUTURE" - Assessment of Potential Technology Innovations

Compliance INCLUSION IN SUSTRAIL

Sustainability VEHICLE?
with Duty Availability for
Technological Production (Energy Weighted
FOCUS AREA INNOVATION Requirements Mass Reliability Maintainability
Benefit Costs consumption, Priority Index
(as set out in Production
damage)
D2.5) Conventional Futuristic

Weight 0.05 0.1 0.1 0.15 0.25 0.175 0.175 1

Modified Y25 primary
7.9 6.3 6.3 9.0 7.4 7.1 7.3 7.40 Yes Yes
springs
Rubber springs 7.1 5.9 4.6 7.3 6.3 4.9 6.9 6.14 No No
Double Lenoir
7.4 5.7 5.0 8.8 6.7 6.7 6.8 6.78 Yes Yes
dampers
Wedge dampers 5.3 4.2 6.1 8.2 6.0 5.8 5.8 6.06 No Yes

Hydraulic dampers 7.2 7.7 3.9 8.0 5.3 5.0 6.6 6.07 No Yes
High resistance
5.9 5.0 5.3 6.5 6.3 6.5 6.8 6.18 Yes Yes
damping material
HALL bushes 7.6 7.3 4.0 6.9 5.5 5.5 7.1 6.12 No No
RUNNING GEAR
(3.1)
Pusher springs 6.8 4.8 5.6 7.3 5.8 5.9 6.0 6.00 No No

Steering linkages 8.1 8.1 3.6 6.8 6.0 5.0 8.3 6.42 No Yes

Centre pivot stiffness 6.1 4.9 4.8 6.6 6.5 5.8 6.5 6.03 No Yes

Axle coating 7.6 7.2 5.8 7.1 7.9 6.7 7.4 7.19 Yes Yes

Novel wheel steel 7.0 6.5 5.5 7.3 7.6 7.5 7.4 7.14 Yes Yes

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Novel wheel shape 6.6 5.5 5.7 7.0 7.5 7.5 7.2 6.97 Yes Yes

Resilient wheels 5.5 4.9 3.0 4.6 3.6 4.1 5.2 4.29 No No

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 Duty requirements

SUSTRAIL Max axle load /T

vehicle
specification 17 22.5 25
Max 120 √ √ √
speed
/km/h 140 √

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21
 SUSTRAIL Vehicle 1 – ‘Conventional’
Demonstrator 1 – ‘Optimised Conventional Technology’
(to be manufactured by industry partners)

Will consider the following innovations:

• Modified Y25 primary springs
• Double Lenoir dampers
• High resistance damping material
• Axle coating
• Novel wheel steel
• Novel wheel shape
• Disk brakes
• Electronic brake controller
• lightweight bogie based on shape and components
• Light weight body based on novel steels
• Axle monitoring through vibration measurements and acoustic emission
• Energy harvesting
• Thermal sensors to monitor axle boxes

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 SUSTRAIL Vehicle 2 – ‘Futuristic’
Demonstrator 2 – ‘Innovative Technology’
(paper based design study)

Will ADDITIONALLY consider the following innovations:

• Hydraulic dampers
• Steering linkages
• Centre pivot stiffness
• Independently rotating wheels
• Use of friction modifier at wheel
• Lightweight bogie based on novel materials
• Lightweight bogie based on hybrid solution
• Aerodynamic fairings

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 Computer simulation of running gear
In order to ascertain that the results of the running gear optimisation are
directly comparable and verifiable at the end of the project, an initial
benchmark exercise was agreed between the different partners involved in the
numerical modelling of the freight vehicle dynamic behaviour.
This task was deemed essential because all partners are using different
software tools, modelling techniques and practices, and in order to verify the
respective advantage of each technological solution, independent models must
behave within a certain tolerance from one another to start with.

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 Computer simulation of running gear
Initial benchmark and simulation environment for dynamics optimisation process

Three basic testing scenarios:

• Bogie rotational resistance test in S-curve

• Track twist test in sharp curve

• Running stability at various speeds with initial disturbances

6

4
Lat/mm W1Y

Translation, m
Vert/mm 0,005
2

0
0 50 100 150 200 250 0,000
-2

-4

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-6 -0,005 0 500
-8 Distance, m

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 Computer simulation of running gear
Full track test simulation environment for benchmark / dynamic optimisation process

Speed km/h Axle loading

(V120, V140) (5t, 11t, 20t)

Damage mechanisms
& models:
Track
System 1) Rail Surface
track cases Damage - Tγ, wear
(based on UK Vehicle Dynamics Simulations Estimate
routes): ρ, 2) Track Vertical
k.(Δy, Δz, xl, Gg), - Rfcc, P2, Settlement
Vperm 2 3) Track Lateral
Various - Prud’homme
optimisation of
New and Y-series flat container wagon 4) Track forces
representative - peak, mean V+L Force
worn W/R Safety & Ride Performance
pairs
1 Assessment

EN14363 ride test criteria:

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26
 Computer simulation of running gear
Full track test simulation environment for benchmark / dynamics optimisation process

Track cases based on measured irregularity data and theoretical

design layout to cover: radius range total track num of
Track case
• A representative range of (m) length (km) sections vehicle speed & cd
track_01 infinite 2 20 Vadm+10km/h
curve radii and cant deficiencies track_02 1000-1200 1 10 Vadm,Cdadm[0.5,0.9,1.05]
track_03 400-600 0.8 8 Cdadm[0.8,1.05,1.15]
track_04 250-400 0.5 7 Cdadm[0.9,1.05,1.15]

Time histories are low-pass filtered) => quantiles derived per each test sections

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=> MAX value estimate
(μ+2.2σ) for direct comparison
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 Innovations considered in detail

 Innovations
 Double Lenoir links [KTH]
 Longitudinal steering arm [STP]
 Centre-bowl stiffness [TUB]

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 Primary suspension - Double Lenoir Link

The double Lenoir link allows the axles to move to a more

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radial position in curves reducing lateral forces on the track.

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 Primary suspension - Double Lenoir Link

Double Lenoir links

Parameter variations dz0
kc myz
Vertical coil spring stiffness (kc)
L
Angle of Lenoir link (A)
A
Length of Lenoir link (L)

Friction in contact surface (myz)

Vertical clearance to bump stop (dz0)

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 Primary suspension - Double Lenoir Link

Influence on critical speed

Axleload 22.5 tones

Speed [km/h]
Wheel-rail contact vcr
S1002 – UIC60i40 – m=0.35

Ideal tangent track with

initial lateral disturbance

Y [kN]
Speed decreased by

SY
0.5 km/h per second

Critical speed defined Time [s]

as the speed when SY drops

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below a limit value
SYlim = 2.5 [kN]

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 Primary suspension - Double Lenoir Link

Influence on critical speed

Loadcase: 5, 17, 22, 25 tonnes dz0
kc myz
Wheel-rail contact
S1002 – UIC60i40 – m=0.35 L

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 Primary suspension - Double Lenoir Link

Influence on vertical track forces

Axleload 22.5 tones
Speed 120 km/h
Tangent track (track01)
Qmax=Q50+2.2s

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 Primary suspension - Double Lenoir Link

Influence on vertical track forces

Loadcase 17, 22, 25 tonnes dz0
kc myz
Angle of Lenoir link (A)
L
Length of Lenoir link (L)
A

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34
 Steering arm

The technology review of radially steered bogies showed that only passive
systems are practically applicable to freight wagons. To control stability with
soft primary suspension interaxle linkages (as proposed in the INFRARadial
project) could be introduced.

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 Steering arm
In the work reported here simulation was carried out using MEDYNA for the
SUSTRAIL vehicle with double Lenoir links and steering arms. Four cases
were compared:
• Original Y25 bogie with one Lenoir link on axle box and without steering arms;
• Bogie with two Lenoir links without steering arms;
• Bogie with one Lenoir link with steering arms between wheelsets;
• bogie with two Lenoir links with steering arms between wheelsets.

Wagon movement was simulated on a straight track with irregularities

positioned at the distance of 40 m from the start with velocity reducing from
160 km/h to 40 km/h for the laden wagon. The results show that the critical
velocity:
• for the original Y25 bogie is near 100 km/h;
• for the Y25 bogie with 2 Lenoir links is less than 40 km/h;
• for the Y25 bogie with steering arms is a little less than for the first case -
99 km/h;
• for the Y25 bogie with 2 Lenoir links and steering arms is 66 km/h.

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Further optimisation of the suspension properties is required to increase the
critical speed for the bogie with 2 Lenoir links and steering arms.

36
 Steering arm
Y25 Y25 + 2 Lenoir inks Y25 + radial arms Y25 + 2 Lenoir links
+ radial arms

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37
 Steering arm
In the work reported here simulation was carried out using MEDYNA for the
SUSTRAIL vehicle with double Lenoir links and steering arms. Four cases
were compared:
• Original Y25 bogie with one Lenoir link on axle box and without steering arms;
• Bogie with two Lenoir links without steering arms;
• Bogie with one Lenoir link with steering arms between wheelsets;
• bogie with two Lenoir links with steering arms between wheelsets.

Wagon movement was simulated on a straight track with irregularities

positioned at the distance of 40 m from the start with velocity reducing from
160 km/h to 40 km/h for the laden wagon. The results show that the critical
velocity:
• for the original Y25 bogie is near 100 km/h;
• for the Y25 bogie with 2 Lenoir links is less than 40 km/h;
• for the Y25 bogie with steering arms is a little less than for the first case -
99 km/h;
• for the Y25 bogie with 2 Lenoir links and steering arms is 66 km/h.

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Further optimisation of the suspension properties is required to increase the
critical speed for the bogie with 2 Lenoir links and steering arms.

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 Steering arm

Choosing optimum stiffness of the

first stage in force characteristic of

1000
the Radial Arm by stability simulation
 Wagon movement was simulated

500
on a straight track with
irregularities positioned only at

100
the distance of 40 m from the start
with velocity reducing from

50
ky, kN/m
160 km/h to 20 km/h.
 Diagrams of the dependence of

10
critical speed for laden and empty
wagons on longitudinal (Kx) and

5
lateral (Ky) stiffness of radial arm
are presented on figure 1 and 2,

1
respectively. Stiffness is given
per one Radial Arm on one side of 0
0 1 5 10 50 100 500 1000
the bogie.

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kx, kN/m

Subject 39
 Steering arm

Analysis of the results showed:

 Critical speed of laden wagon on bogies with two Lenoir dampers on
each axle box and without radial arms is 107 km/h and it is 80 km/h for
empty wagon.
 The highest critical speed (not less than 140 km/h) can be archived by
the following stiffness of radial arm:
 for laden wagon Ky more than 750 kN/m (critical speed of laden wagon
doesn’t almost depend on longitudinal stiffness Kx);
 for empty wagon Ky more than 40 kN/m and Kx not more than
250 kN/m or Ky and Kx more than 250 kN/m.
 According to simulation of the empty and laden wagon, to achieve the
critical speed not less than 140 km/h for the wagon on bogies with two
Lenoir dampers on each axle box, the Radial Arm should provide
750 kN/m lateral stiffness. No introduction of the longitudinal stiffness

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in Radial Arm is necessary.

Subject 40
 Secondary suspension

The secondary suspension of the conventional Y25 bogie is realized by a

centre pivot bearing and two side bearers.
A proposal for the SUSTRAIL vehicle is that between the upper part connected
to the carbody and the lower part connected to the bogie frame there is a
resiliant layer with a dry-film lubricant defining the friction and the relative
motion without play.

Spring side
bearer

Crossbeam

Secondary Lower part of centre

Brake arm
Suspension Ring pivot bearing

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41
 Secondary suspension

A model of the SUSTRAIL vehicle with Y25- bogies was built using the
simulation tool Simpack and the following points investigated:
• Influence on the eigenmodes
• Vehicle stability
• Radial steering ability
• Behaviour on track with realistic irregularities

The suspension ring is made of rubber and provides stiffness in all three
translational and rotational directions. Overall, four different configurations
have been investigated:
• Standard Y25 bogie approved within the SustRail benchmark test
• Adjusted Y25 bogie with a secondary suspension ring and the similar stiffness
properties as used for the LeiLa-bogie called ”Sustrail”
• Adjusted Y25 bogie with a secondary suspension ring and half the stiffness
called ”Sustrail low”
• Adjusted Y25 bogie with a secondary suspension ring and one and a half the
stiffness called ”Sustrail high”

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42
 Secondary suspension

Investigation of secondary resilient centre bowl element on vehicle

response in the frequency domain (selected results):
• As expected the amplitude response is increased and there is a shift of the
resonance frequency towards lower frequencies

6
Y25
Sustrail Laden
5
Sustrail low
A m p lit u d e r a tio [-]

Sustrail high
4

0
0 1 2 3 4 5
Frequency [Hz]

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Initial results not promising but further
investigation will be carried out.

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 Conclusions

 Running gear design for railway freight vehicles is technically

very challenging due to high Laden to Tare weight ratio and
demand for low cost solutions.
 Several innovative bogies are available but none have yet
gained significant market share.
 The SUSTRAIL project aims to demonstrate the benefit of
selected ‘non-radical’ innovations to the low density, high value,
time sensitive freight market.
 Double Lenoir links plus longitudinal steering arms have the
potential to provide moderate speed stable running and
simulation has been carried out to establish the optimum design

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parameters.

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Novel Wheelset Design
Michele Carboni, POLIMI

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 T3.1: THICK COATING
Axles need protection:

 Corrosion
 Impacts

High thickness coating made by epoxy matrix with reinforcing synthetic fibres
Référence / date 10.09.2012

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46
 T3.1: THICK COATING
AIM:
Comparison between traditional inspection intervals
and the ones for thick coatings considering Y25 freight
(solid) axles made of A1N steel
Traditional: Magnetic Particles + Ultrasonic Testing

600000 km or 12 years (European scenario from VPI)

With coatings: Ultrasonic testing only

Reference / date 10.09.2012

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???
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 INSPECTION INTERVALS
Stress intensity
Load spectrum Material
factor solution

Crack growth Geometries of crack

algorithm and axle

Life prediction (crack NDT performance

propagation curve) (POD curve)
Reference / date 10.09.2012

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Inspection interval

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 T3.1: THICK COATING
We don’t even know which characteristic impact defect
could be expected in coated axles

• impacts on uncoated chunks

• impacts on coated chunks
Référence / date 10.09.2012

• ageing of coating by thermal cycling and then impacts

(ageing according to ASTM D 6944 – 03)

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• impacts on coated chunks at low temperature (T=-25°C)

• Impacts according to EN 13261

• Impacts of real ballast
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 T3.1: THICK COATING

Energy levels: 12 J, 22 J
and 32 J

Perpendicular and lateral

impacts

Three impacts for each

condition
Référence / date 10.09.2012

Uncoated chunks: 1 mm

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Coated chunks: 0 mm

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 T3.1: THICK COATING

Chunk Energy [J] Ballast speed [km/h]

Uncoated 68 112.5
Coated (new) 280 251.3
Coated (aged) 225 251.3

Chunk Energy [J] Ballast speed [km/h]

Référence / date 10.09.2012

Uncoated 979 411.3

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Coated (new) 559 363.0
Coated (aged) 575 385.8

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 Référence / date 10.09.2012

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T3.1: THICK COATING
 Référence / date 10.09.2012

Bending

Press-fit

53
sforzi[[MPa]
-20
-10
0
10
20
30

0,0
2,0
3,9
5,9
7,9
9,8
15,8
21,7
Press-fit

27,6
33,6
Profondità [mm]

39,5
45,5
51,4
63,2
80,8

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T3.1: THICK COATING
 T3.1: THICK COATING
CPLR

DK-decreasing

Sec. 1

• From numerical simulations of service

Sec. 2 (empty load + full payload)
Référence / date 10.09.2012

• One repetition represents 22659 km

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Sec. 3

54
 T3.1: THICK COATING
Section 2

Section 1 and 3

CPLR DK-decreasing
UNCOATED COATED UNCOATED COATED
Référence / date 10.09.2012

km km km km
SEC. 1 no prop no prop

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SEC. 1 no prop no prop
SEC. 2 30 no prop SEC. 2 2.54 no prop
SEC. 3 no prop no prop SEC. 3 no prop no prop

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 T3.1: THICK COATING
POD curves by Benyon & Watson

Statistical model

POD for a single inspection

Cumulative POD for the entire lifetime

Failure probability
Référence / date 10.09.2012

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Improved and Innovative Brake System
Mahmud Keschwari, KES GmbH

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Innovative and Improved Brake System

Hybrid Brake System

Wheel Slide Protection

Load Measurement

Diagnostic and Brake Test

Power Management

Monitoring Capability, Low Noise Emission

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Telematics Functions

58
 Brake Systems

The World of the Existing Brake Systems

UIC Brake System

(Pure Pneumatic) Electronic Brake Control
For Passenger and Unit for Mass Transit and
Freight High Speed Train
Cars

The Newest Technology

Hybrid Brake System

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UIC proofed with
Electronic Distributor and
Pneumatic Backup Distributor
in one Device
 Hybrid Brake System EDS 300 Freight Car Application

KES EDS 300

Electronic for :
•Brake Control
•Load Measurement BP MP R T
Power Management

•Parking Brake
•Magnetic Track
•UIC–EP Valve Pneumatic for Bogie Application Contains:
•Diagnostic / Data Logger
Electronic for : Pneumatic for Pneumatic for
Pneumatic for
•Wheel Slide Protection Brake Control Back Up
•Derailing Monitoring
Parking Brake
Unit
•Monitoring of Bearing
Temperature
•Wheel Flat Monitoring
Pneumatic for Pneumatic for Pneumatic for
•Diagnostic / Data Logger WSP UIC-EP Brake MG Brake

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BC

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Hybrid Brake System EDS 300

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Assembly of Hybrid Brake System EDS 300

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Integration of Innovative Brake System

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 Example Freight Car

1 Hybrid Brake Unit with Electronic Distributor

2 Multifunction Sensors

3 Axle Generator

4 Bearing Temperature Monitoring

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5 Diagnostic Unit with Status Display

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Experience : High Speed Post Wagon in Sweden 160 Km/h

WSP Electronic AS 20F

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65
 Dump Dump
Valve Valves
MV 20 MV
Type
20Series

Pressure Range 1-10 bar

½‘‘ or 1‘‘ Pipe Connection

Pressure Signalling via Standard Cable

Protection Class IP 68

Power Consumption 8W

Temperature Range -40 to +80°C

Weight ~1.6 kg

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Dump Valve MV 20
with Pressure Transducer

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 Multifunction Speed Sensor IG 20 Type Series

 Axel Speed
 Axel Vibrations
 Axel Temperature

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Diagnostic and Component Test

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Installation of Axle Generator

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Installation of Speed sensor

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70
 Thank you
for your attention

KES GmbH & Co. KG

Reihekamp 16
30890 Barsinghausen
Tel +49 (0) 5105 8096 - 0
office@kesgmbh.com
www.kesgmbh.com

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71
Increased capacity freight wagon and
lightweight structural solutions
Cristian Ulianov and Francis Franklin
NewRail Centre for Railway Research, Newcastle University

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Directions from technology review

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73
 Summary: goals | means | tools
Goals:
Increased capacity
Sustainable solution

Means:
Lightweight structures and components
Improved availability and flexibility
Multi-functionality

Tools:
Lightweight materials
Innovative structural solutions

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Wagon features and overall design
Sustainable materials
etc.
74
 Product / wagon development stages

Technology Review
Conceptual Design
Realistic: Adaptable, multi-purpose design
Futuristic: Modular design
Detailed Design
Structural design work
Finite element analysis
Manufacturing design
Assembly and integration of all components
Testing
Prototyping / Manufacture

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Demonstration (Track Trial, Performance Monitoring)

75
 Starting point | Fundamental

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 Wagon type and structure

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 Wagon type and structure

Possible options for SustRail wagon structure:

Ordinary flat wagon with bogies, class R with modifications;
Hybrid ordinary-special (classes R and S), with bogies

Potential commodities: Possible features

Containers (ISO & swap bodies) (flexible design):
Metallurgical products Floor
Green and sawn wood Stanchions and side walls
Single pieces Light cover
(large volume and low weight) Standard spigots
Steel constructions for containers

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Large and heavy machinery

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 Wagon configuration

1a Wagon length optimisation

Input:
Containerisation trends
Duty requirements (WP2)
Industry (manufacturers and wagon owners)
Boundaries (identified & defined by WP1&2):
Maximum axle load
Economic criteria (costs, maintenance, etc.)
Standardised dimensions
 Metallurgical products
 Green and sawn wood
 Other envisaged commodities

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Source: VEL-wagon project, standards 79
 Wagon configuration

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80
Lightweight structural solutions

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Lightweight structural solutions

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Lightweight structural solutions

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Lightweight structural solutions

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Lightweight structural solutions

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 Lightweight structural solutions

High strength steels (HSS) supplied by TATA Steel

Example of costs

Steel Grade S460ML Steel Grade RQT 701

Thickness £/t Thickness £/t
8 - 12.5 mm 787 8 – 10 mm 1020
>12.5 – 20 mm 727 >10 – 12 mm 980
>20 – 40 mm 691 >12 – 40 mm 960
>40 – 50 mm 729 >40 – 70 mm 980
>50 – 70 mm 980 >70 – 100 mm 1020
>100 – 130 mm 1110

Note:
• HSS Young’s Modulus E is nominally 205/210 GPa.

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• HSS prices shall be assessed vs. the current benchmark
(traditional steels, e.g., S275 and S355)

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Wagon features
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Wagon features
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Wagon features
 Wagon features
Selection of components |
7
current practices and commonality

Freight wagon classes UIC 571-1, 2, 3 & 4

E F G H I K L O R S T U Z
commonality / current practices

 Buffers
 Draft gear
CR WAG TSI
INDUSTRY  Couplers (2006/861/EC)
Manufacturers &
Wagon Owners  Spigots Rolling stock -
freight wagons TSI
(mainly economic  Stanchions (technical and
criteria)
 Fixing elements operational criteria)

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 Handling and
loading elements
etc.
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Wagon features
 Wagon assembly design

10
Wagon assembly design
(incorporating all components)

Stages:
Initial CAD designs
Innovative running gear based on modified Y25 bogie
Lightweight structures (bogie frame and wagon frame)
Modelling (stress analysis)
Manufacturing design (tooling, devices, changes to initial
design)
Final design (3D CAD and/or 2D drawings)
Other tests and/or simulations (for track test and

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homologation purposes)

92
 Summary of Tasks and Activities
No Project / task Main objectives Type / activities
1 Length optimisation Increase capacity General engineering
(and disposition of spigots) (efficiency)

2 Novel profiles for vehicle structure Lightweight Stress analysis,

(e.g., light cold formed for central sill) simulation

3 High strength steels for i. wagon frame; Lightweight Materials, stress

ii. bogie frame analysis, simulation

4 Side walls (i. construction options/stanchions, Increase capacity Materials, design, stress
ii. material – light composite) (efficiency), lightweight analysis, simulation

5 Recycled materials floor (e.g., plastics) Increase capacity Materials, design, stress
(efficiency), costs, analysis, simulation
lightweight, green
6 Tarpaulin cover Increase capacity Design, stress analysis,
(efficiency), lightweight materials,
7 Selection of components – based on TSI and Costs, low maintenance General engineering,
commonality (buffers, coupler, bolster, etc.) economics

8 Aerodynamic fairings (composite) Environment (noise) Design, materials, simul.

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9 Integration of monitoring systems (3.4) Increase performance, Design
low maintenance
10 Overall structure design (incorporating all Design, stress analysis,
components) simulation,
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manufacturing design,
tooling, testing
Thank you for your attention!

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94
Condition monitoring for the freight rail
vehicle
Fancois Defossez, MERMEC

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 Advantages of condition monitoring

Improved rolling stocks safety, availability, reliability

& efficiency
More efficient “critical components” condition monitoring
and inspection with improved accuracy
Reduction of manual inspection
Historical database for trending and predictive maintenance
Potential for fewer false alarms

Increased vehicle/train availability and reduced number of

train delays by early identification of defects
Less “critical components” induced damage to vehicles and
railway infrastructure

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 Exemples of monitoring systems

Ride quality measuring system

accelerometer sensors for transversal and
vertical acceleration measurements.
Mounted on bogie frame, axle box, body

Track geometry measuring system

Gauge, twist, alignment…
EN-13848 standard
On recording cars, or on service trains

Wheel/Rail interaction measuring

systems
Y, Q forces

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 Exemples of monitoring systems

Better use of already available systems and data:

identify the need for additional needed data in order to
better support the diagnostic process

Emerging new concepts:

allowing more accurate monitoring,
improving the performance of diagnostic systems,
enabling more sophisticated maintenance processes, with a
positive impact on trains and infrastructure availability,
reliability and safety.

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 An integrated monitoring systems

Evolution of freight traffic

Occurrence of failure: the impact can be critical, with possible
consequences on the mission of freight trains
Diagnostic and maintenance processes have to evolve in line with
the new needs and operational context of railways
Key role in assuring a dependable and efficient railway service

Development of an integrated system

Different sensors allowing a structural identification of the
monitored subsystems, through data analysis and algorithm
realization
Data coming from different subsystems (embedded or external
diagnostic system ) can better define the condition of a specific
subsystem, discriminating between different status

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 Benefits

Enhanced diagnostics :
enable an easier adoption of new maintenance concepts:
smart, planned maintenance and increase time between failures.

For Network operators

Provide some tools to identify violator vehicles so that appropriate
action can be agreed with the operators.

For Train operators

Monitor the condition of individual vehicles over time
Schedule preventative maintenance to achieve longer life and
decrease LCC.

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 Condition monitoring of freight train axles

Detect cracks in their early stage and prevent crack

propagation
Key role in raising the safety of freight operation
Contributes to reduce maintenance costs
Increases the cost efficiency of the system

Power supply on freight rolling stocks

No electric power supply available on conventional freight cars for
embedded sensors and data processing units
Energy harvesting from bearing generators

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Sustrail proposition for axle freight train monitoring

Need for a system easy to install, sustainable, economically

efficient, simple, cheap, integrated, and with some basic
sensors to make relevant measurements.

Selection of technologies:
Vibrations of axle bearings:
Acoustic Emission & Low Frequency Vibration
Temperature
Accelerations

Integrate the monitoring systems into the general vehicle

design (Bogie design (T3.1) & Vehicle design (T3.3))

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Proposition to use wireless data transfer system
 Sustrail proposition for axle freight train monitoring

On-board Sensors (accelerations, T°)

Power supply with bearing generators & batteries
On-Board unit for calculation from acquisitions
Possibility to detect high loading on axles
Communication unit, Wireless data transfer considered
Localization system

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Location / Date

General architecture of the Condition monitoring

onboard system integrated on the freight wagon
WP number and title 103
 Conclusion

Objectives:
Focus on condition monitoring of railway axles
Increase sensors performance (accuracy, location, limits, data processing
and exchange)
Link with other Tasks (New bogie design, brake…)
Bring power supply on freight trains by means of energy harvesting
Wireless data transfer; remove data cabling

Benefits:
Detect cracks in axle at early stage
Safety improvement
Increase maintenance productivity by closer targeting of critical
components/vehicles
Increase railway capacities

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Development and testing of Friction Modifiers
George Tumanishvilli GTU

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 Development and testing of friction modifiers

New friction modifiers have been developed containing mainly natural raw and
inexpensive materials, such as Zeolite, silica sand, filler, curing agent, water,
perlite, filler etc.
For estimation of running ability of developed friction modifiers tests were
carried out in laboratory conditions and now the tests are continued for further
improvement of their running ability.
Experimental research was performed on the twin disc machine with rolling of
discs with 20% slip. Roller diameter was 40 mm and width 10 and 12 mm.

Twin disk machine and measuring

means:
1-twin disk machine, 2-
triboelements, 3-wearing products,

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Référence / date

4-tester, 5-personal computer, 6-

vibrometer

Subject 106
 Development and testing of friction modifiers

Tests showed three stages of destruction of friction modifiers: darkening of interacting surfaces,
decolorization with decrease of friction moment and irreversible removal of friction modifier from
surfaces and scuffing.

a b c d

The interacting surface with initial line and point contact of surfaces.
(a) first stage destruction of friction modifier (darkened surface), (b) surface with
decolorization and partial removal of friction modifier, (c) total removal of friction
modifier and d) initial point contact of surfaces

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Référence / date

Subject 107
 Development and testing of friction modifiers
When the contact stress is changed in range 0.65-0.77 GPa, increase of contact stress leads to
decrease of friction factor (which is characteristic for solid modifiers) and number of revolution to
scuffing.

Dependence of friction factors on the contact stress and numbers of revolution till total

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Référence / date

removal of friction modifier and beginning of scuffing for initial linear contact of disks
1 – AZMOL (proprietory lubricant), 2 – developed friction modifiers

Subject 108
 The Sustrail Vehicle ‘Green Label’

A possible certification of the sustainability of a

vehicle:

Sustainability Performance
Energy Efficiency Noise Score

Scores are measured on the basis of the SUSTRAIL methodology

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Please visit www.sustrail.eu for more information
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Concluding remarks
Simon Iwnicki, University of Huddersfield

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