on the application of hyperworks for the design of bi-level trains
TRANSCRIPT
On the application of Hyperworks for the design
of bi-level trains
Alois Starlinger,
Stadler Rail Group
Structural Analysis, Testing and Authorisation,
Altenrhein, Switzerland
ATC 2014 Munich
© Stadler Altenrhein AG
Contents
• Introduction
• Finite Element Modeling
– Static Analyses
– Fatigue Analysis
– Optimization with Optistruct
– Crash Analysis
• Validation
– Static Testing
– Dynamic Testing
• Benchmark ABAQUS / RADIOSS
• Conclusions
ATC 2014 Munich
© Stadler Altenrhein AG
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Stadler Rail Group
DIVISION
Germany
Stadler Bussnang AG
1700 Employees Stadler Winterthur AG
250 Employees
Stadler Altenrhein AG
900 Employees
Stadler Pankow GmbH (Berlin)
1000 Employees
Turnover CHF ~ 1,8 Mrd.
employees: ~ 6000
Stadler Pankow GmbH (Velten)
30 Employees
Stadler Stahlguss AG
150 Employees
Stadler Pusztaszabolcs
80 Employees
Stadler Polska
400 Employees
Stadler Algérie
60 Employees
Stadler Szolnok
400 Employees
Stadler Praha
40 Employees
Stadler Meran
5 Employees
Stadler Reinickendorf GmbH
50 Employees
Stadler Linz GmbH
20 Employees
Stadler Rail Service CH
40 Employees
Stadler Minsk
1000 Employees
DIVISION
COMPONENTS
DIVISION
Central Europe
DIVISION
Switzerland
Stadler Niederlande B.V
80 Employees
DIVISION
SERVICE
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Stadler KISS – Bi-Level EMU
Catenary supply voltage 15 kVAC, 16.7 Hz
Overall length 150 m
Vehicle width 2’800 mm
Vehicle height 4’595 mm
Tare mass 297 t
Continuous output at wheel 4000 kW
Maximum output at wheel 6000 kW
Starting tractive power 400 kN (up to 54 km/h)
Acceleration at gross weight 1.1 m/s2
Maximum speed 160 (200) km/h
Compressive strength (EN12663 P-II) 1‘500 kN
Seating capacity 535 (1.Cl. 120 + 2.Cl. 415)
Standing capacity 838
Standing height 2’000 mm
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FE-Models of Car Body
• full models
• 10 million degrees of freedom
• 1.7 million elements
– 70% shell elements (aluminium profiles and sheets)
– 30% solid elements (milled parts)
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FE-Model (Detail Views)
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Static Analysis (EN 12663-1)
• 45 global load cases
• e.g. coupler compression 1’500kN
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• based on IIW-Recommendation XIII-2240-08/XV-1289-08
• according to Seeger / Radaj: Radius r = 1 mm for all materials and notch details
• Notch factors derived for normal stresses transverse to the weld direction
(starting from a sheet thickness of t ≥ 6 mm)
• fatigue stress assessment in integration point extrapolation to notch location
Fatigue Analysis – Notch Stress Concept for Welds
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Fatigue Analysis – Notch Stress Concept for Welds
• weld seams identified in FE-model: Node Sets
• evaluation according to standard DVS 1608 guideline /
IIW recommendations
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Fatigue Analysis - Notch Stress Concept
• postprocessor FEMFAT Magna Powertrain
• automated fatigue stress assessment
• mesh strategy: integration point is located 5 mm away from weld toe
comparison with test results (same location as strain gauges)
• result: utilization for all welds and all load combinations
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Optimization Process of Knee Region - Optistruct
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Optimization Process - Results
• Geometry of final version
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Optimization Process - Results
• Evaluation of Stresses for different load cases
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Stress in Upper Weld
Distance from Corner
Str
es
s in
MP
a
Crash Analysis (EN 15227)
• Collision Scenario 1:
– Front end impact between two identical units
– vc = 36 km/h (22,4 mph)
• Collision Scenario 2:
– Front end impact into a buffered 80-ton-freight wagon
– vc = 36 km/h (22,4 mph)
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Crash Analysis (EN 15227)
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Crash Analysis (EN 15227)
• Collision Scenario 3:
– Train unit front end impact with a heavy obstacle (e.g. truck on
grade crossing)
– vc = 110 km/h (68,5 mph)
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Static Validation
• full scale test
• 15 main load cases are tested
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Static Validation
• Measurement of main deformations
– compression of whole car body
– vertical deflection under full load condition
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Dynamic Validation of Components
• Qualitative comparison of deformed shapes
• Comparison of force-crush Characteristics
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Dynamic Validation
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Dynamic Validation of whole CEM Structure
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Dynamic Validation
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Benchmark: ABAQUS / RADIOSS
• Transformation of Elements (eg. S4R → PSHELL)
• Model conversion mainly automatic
• Redefinition of
– Contact interfaces
– Materials
– Load cases
• Output: cross section forces
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Benchmark: ABAQUS / RADIOSS:
Results and performance
• mass change (ABAQUS 0.5% vs. RADIOSS 0.9%): same level
• hourglass energy
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Benchmark: ABAQUS / RADIOSS: Results
• Deformation: Scenario 1 according to EN 15227
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Benchmark: ABAQUS / RADIOSS: Results
• Cross-Section Forces
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Anti-climbing system influence
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Benchmark: ABAQUS / RADIOSS: Performance
• Simulation time: Speedup with RADIOSS
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Solver Number of
CPU
Precision Calculation
Time
Difference
ABAQUS Explicit
6.12-1
12 Double 39h38min
(142680s)
RADIOSS
12.0.202
12 Double 31h55min
(114912s) -19.5%
ATC 2014 Munich
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Conclusions
• In the development of the new bi-level train Stadler KISS
Hyperworks and Optistruct have been applied to optimize the
structure with respect to stiffness and strength.
• Models up to 10 million shell elements have been used.
• The overall development time for the car body structure has
been significantly reduced – 4 months from start to design
release!
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Thank you for your Attention!
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