modeling and simulation of the new metro train for vienna ... · train configurations for virtual...
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Due to the increasing de mand for ur
ban transport sys tems manu facturers
are con tin ually working to optimise
pass enger ca pa city and comfort and
to in crease travelling speeds. Virtual
tes ting systems which minimise de ve
lopment time and enable opti misation,
not only significantly reduce costs,
but also quicken the time to market
advantages ne ces sary in today’s
competitive mar ket.
The role of structural dynamics in con
nection with vehicle running dy namics
is increasingly important due to the
ever more common use of lightweight
materials and con structions. A virtual
tes ting system must al so therefore be
able to accurately simulate elas tic be
haviour.
Work has been carried out by SIE MENS
in order to optimise the ride comfort of
future metro trains by numerical simu
lation using SIM PACK. Additionally, the
soft ware tools IDEAS and ABAQUS
have been used. A data base has been
built in order to simp lify and speed up
the de ve lop ment process.
SIMPACK´s database structure enables
quick and easy assembly of dif erent
train configurations for virtual test
Modeling and Simulation of the New Metro Train for Vienna with SIMPACK Wheel/Rail Using Flexible Car BodiesDesigning the Metro for Vienna, combined both multibody and finite element modelling in the entire development process. The car body models were imported from ABAQUS into SIMPACK, taking advantage of SIMPACK‘s ability to accurately tune the FE model for use within a multibody system, with the use of frequency response modes. SIMPACK‘s use of substructuring a complete railway model allows an efficient way of investigating the behaviour of diferent vehicle designs, reducing model setup time. The project was carried out with the help of INTEC‘s consultancy branch.
ing. The database fol lows a modular
concept, which con sists of all the
components ne cessary for accurate
simu la tions to be selected and pulled
together in to a main model for virtual
tes ting. Alterations made to any com
ponents (i.e. sub struc tures like rigid or
as flexible modelled car bodies, cou
plers, driving bogies, trailing bogies,
etc.), auto matically trans fer and thus
up date the trainmodels of interest.
Each compo nent has been tested and
valida ted before being en tered into
the database.
This concept allows a large num ber of
diferent vehicle con figura tions to be
easily handled.
The car body shells of the metro train
for Vienna are made out of large alu mi
nium extrusions wel ded to gether and
has been mo delled using finite element
soft ware. The ceiling frame, floor struc
ture, win dows and seats have also been
modelled as elastic components. The
car body of the in ter me diate car con
sists of ap proxi mately 369 000 degrees
of free dom. These de grees of free dom
have been re duced using the Guyan
conden sa tion method. To enable short
com pu ta tion times all mode shapes
Page 7Page 6 News 1/2001
New Metro Train for Vienna*
The Virtual Intermediate Car*
The Diagonal Distortion*
Appl icat i o ns
Dr. Anton StriberskySIEMENS TS HR, Vienna
above 30 Hz have been neg lec ted. In
order to improve the ac cu r acy of the
particular modes, which de scribe local
deflec tions, the SIMPACK preproces sor
FEMBS allows to select fre quen cy re
sponse modes which are sig ni ficant to
the coupled move ment and frequency
range of in ter est. Time consuming
modifi cations to the FEM model and
un ne cessary con straint modelling are
not re quired. The entire elastic bo dy
has been reduced to 12 eigen modes
and 27 frequency response modes to
accurately de scribe the flexibility up
to 30 Hz.
Elastically mounted equipment at
tached to the car body has been mod
elled with rigid bodies con nec ted using
force elements. In order to ensure the
validity of the model for the flexible
structure, a comparison was made
bet ween an ABAQUS FEM model (i.e.
including flexibly mounted e quip ment)
and the SIM PACK model using the re
duced FEM model.
The results from the SIMPACK simula
tion correlate well with those obtained
from the mea surements taken from the
proto type vehicle for both the lateral
and vertical ac celerations (rms). The ac
celerations were mea sured on the floor
at the car centre close to the side wall.
Having developed the database and
having validated the entire virtual train,
diferent con fi gura tions can now be
assembled quick ly and easily for use
in dy namic analyses and optimi sa tion
studies.
Not only can development costs be
dra ma tically reduced, but the com
pany’s expertise and knowhow can
be continually col lected and stored in
an ever ex pan ding database, on hand
for the current and next generation of
pro ducts.
A similar article, which points out
additional aspects of this project can
be obtained from INTEC: Structural
Dynamics of Rail Ve hicle Systems: A
Virtual Systems Approach, Civil Comp
Ltd., Edin burgh, Scotland 2000. All the
fi gures on page 6 and 7 are taken with
the kind permission of Civil Comp Ltd.
Page 7Page 6 News 1/2001
* all figures are from the article “Structural Dynamics of Rail Vehicle Systems. A Virtual Systems Approach” by
A. Stribersky, F. Moser and W. Rulka, published as pages 29 to 36 inclusive in “Developments in Engineering
Computational Technology”, edited by B.H.V. Topping (CIVILCOMP LTD)
Comparison Between ABAQUS FEM Model and Reduced SIMPACK Model*
Interior Design of the Metro Vehicle*
Finite Element Model of the Metro Vehicle*
Comparison of Simulated and Measured Accelerations *
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