stage 6 triennial report 1 July 2009–30 June 2012 ... - CHARMEC

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MU10. Crack propagation in railway wheels 44 MU11. Early crack growth in rails 45 MU12. Contact and crack mechanics for rails 45 MU13. Materials at low temperatures 46 MU14. Damage in track switches 47 MU15. Microstructure during laser coating 48 MU16. Alternative materials for wheels and rails 48–49 MU17. Elastoplastic crack propagation in rails 50–51 MU18. Wheels and rails at high speeds and axle loads 52–53 MU19. Material anisotropy and RCF of rails and switches 54–55 MU20. Wear impact on RCF of rails 56–57 MU21. Thermal impact on RCF of wheels 58–59 MU22. Improved criterion for surface initiated RCF 60–61 MU23. Material behaviour at rapid thermal processes 62–63 MU24. High-strength materials for rails 64–65 MU25. Thermodynamically coupled contact between wheel and rail 66–67 MU26. Optimum inspection and maintenance 68–69 of rails and wheels MU27. Progressive degradation of rails and wheels Programme area 4 Systems for monitoring and operation (SD) 70–71 SD1. Braking of freight trains – a systems approach 72 SD2. Sonar pulses for braking control 73 SD3. Computer control of braking systems for freight trains 74 SD4. Control of block braking 75 SD5. Active and semi-active systems in railway vehicles 76 SD6. Adaptronics for bogies and other railway components 76–77 SD7. Thermal capacity of tread braked wheels 78–79 SD8. Wear of disc brakes and block brakes 80–81 SD9. Multiobjective optimization of bogie system and vibration control 82 Programme area 5 Parallel EU projects (EU) EU1. EuroSABOT – Sound attenuation by optimised tread brakes 83 EU2. Silent Freight – Development of new technologies for low noise freight wagons 83 EU3. Silent Track – Development of new technologies for low noise railway infrastructure 84 EU4. ICON – Integrated study of rolling contact fatigue 84 EU5. EUROBALT II – European research for an optimised ballasted track 85 EU6. HIPERWHEEL – Development of an inno- 85 vative high-performance railway wheelset 4 EU7. INFRASTAR – Improving railway infrastructure productivity by sustainable two-material rail development 86 EU8. ERS – Euro Rolling Silently 86 EU9. EURNEX – European Rail Research Network of Excellence 87 EU10. INNOTRACK – Innovative Track Systems 88–89 EU11. QCITY – Quiet City Transport 89 EU12. RIVAS – Railway Induced Vibration Abatement Solutions 90 EU13. D-RAIL – Development of Future Rail Freight Systems to Reduce Derailments Programme area 6 Parallel special projects (SP) SP1-6. See pp 92-93 91 SP7. Lateral track stability 93 SP8. Design of insulated joints 94 SP9. Sleeper design for 30 tonne axle load 94 SP10. Noise reduction and EU project QCITY 94 SP11. Contact forces high-speed trains 95–96 SP12. New sleeper specifications 96 SP13. Alarm limits for wheel damage 97 SP14. Particle emissions and noise 97 SP15. Computer program for design of block brakes 98 SP16. Dynamic properties of timber sleepers and concrete replacement sleepers 98 SP17. Switch sleeper specifications 99 SP18. Ground vibrations - influence of vehicle parameters 99–100 SP19. Optimum track stiffness 100–101 SP20. Classification of wheel damage forms 101–102 SP21. Optimum material selection for switches 102 SP22. Implementing INNOTRACK results at Trafikverket 103 SP23. Optimized prestressed concrete sleeper 104–105 SP24. Derailment risks in switches 105 SP25. Harmonized measurement sites for track forces 105 Academic awards 106 International conferences 107 Partners in industry 108–109 Results and effects in industry 110–111 Special events and achievements Financial report 112–119 Report per party 120–121 Report per programme area 122 Management and administration 122 CHARMEC Stage 7 123 Concluding remarks 123 CHARMEC research 1995-2015 124–126 Chalmers University of Technology 2012 127
REFLECTIONS from the Director In its 2011 White Paper on Transport, the European Commission states that it is necessary to drastically reduce greenhouse gas emissions without curbing the mobility of people and goods, and notes the need for high-capacity, cost-efficient, punctual and environmentally friendly railway systems that can handle a greater proportion of the transportation volumes. This will raise the bar for the railway sector, as its systems are an intricate web of interacting technologies, operations, companies and interests, where modifications in one area may lead to unintended consequences in another. There is a need for everyone involved to have a high level of competence, as we work to increase capacity, whilst keeping costs, delays, safety etc at acceptable levels. Railway mechanics will remain a cornerstone in any reliable railway system. Augmented demands on performance directly affect the mechanical loading of vehicles and infrastructure and, as is often the case when a system is becoming increasingly optimized, the margin for errors will shrink. Small deviations in design or maintenance may then cause large-scale “epidemics” of component dam- Main entrance to Chalmers University of Technology with the Student Union building on the right age, or even the nationwide collapse of a railway system. The need to understand mechanical phenomena and the expertise required when predicting and mitigating negative incidents have never been greater. On the following pages, we provide an overview of our research, the overall aim of which is to understand and predict loading, deformation, vibration, noise-emission, deterioration etc of railway components and systems. Railway mechanics is, however, not an island but requires close co-operation with other disciplines, such as economy and logistics, not to mention industrial engineering which is the area where our research results are being implemented. These links always exist, but they are especially noticeable in the European projects presented on pages 83-91. Finally, the ultimate fate of charmec is in the hands of the individuals involved in the centre’s research activities: the qualified staff of our industrial partners, our dedicated doctoral students and senior researchers, and the knowledgeable colleagues from all over the world with whom we co-operate. Thanks to all of them, we know that the challenges currently facing the railway systems will be met. 5
Page 1 and 2: stage 6 triennial report 1 July 200
Page 3: CONTENTS Foreword 2 Reflections fro
Page 7 and 8: INTRODUCTION CHARMEC is an acronym
Page 9 and 10: Faiveley Transport Nordic left the
Page 11 and 12: PROGRAMME AREAS ChARMEC STAGE 6 Acc
Page 13 and 14: During Stage 6, a committee from th
Page 15 and 16: Interaction of train and track - Sa
Page 23 and 24: PhD students Peter Torstensson of p
Page 25 and 26: Hamed Ronasi: Towards the identific
Page 27 and 28: functions with four free parameters
Page 31 and 32: Vibrations and noise - Vibrationer
Page 37 and 38: Astrid Pieringer and Wolfgang Kropp
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Page 51 and 52: appointed external examiner of the
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Nasim Larijani, Magnus Ekh and Erik
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anisotropy in the surface layer of
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used to identify both the critical
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Co-workers in projects MU26 and MU2
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Based on experimental findings with
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Martin Schilke and Johan Ahlström:
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PhD student Andreas Draganis (secon
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maintenance in the form of removal
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moderate influence on the predicted
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Systems for monitoring and operatio
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Shanghai metro train in the field t
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organic composite materials, the we
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Parallel EU projects - Parallella E
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Björn Paulsson and Anders Ekberg:
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Parallel special projects - Paralle
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The influence of C sb on statistica
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the current Indian sleeper design i
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INTERNATIONAL CONFERENCES During St
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a turnover of 166 Msek (2011). The
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Interfleet Technology charmec has g
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SPECIAL EVENTS AND AChIEVEMENTS (co
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An agreement was reached in Novembe
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ChARMEC STAGE 7 The Principal Agree
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Materials and maintenance MU Progra
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CHALMERS UNIVERSITY OF TECHNOLOGY 2
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stage 6 triennial report 1 July 2009–30 June 2012 ... - CHARMEC

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