Professional Documents
Culture Documents
Abstract: The paper describes analysis which proffing the success of construct design of supporting structure of pull railway vehicle. For this proofing type method the finite elements is chosen and it is used in this paper. The construction of model is described, criteria of quality control of the model and solution. The paper is program base of model development for similar categories of supporting structures. Key words: Structural analyse, FEM, railway vicle.
1. INTRODUCTION
When top quality firms develop new projects, they check their technical solution by asking for expert analysis with independent consulting firms. Those firms technically estimate the quality of the product. Comparing the ordered project with their own project, they make demanded safety of the design and then they achieve the quality of the product. Lokomotiva a.d MIN- NI performed the Development Project of railway vehicle DHD 200 DK classified as diesel hydraulic dolly. The power of operating aggregate of the vehicle is 209 kW, capacity Q= 8 tons, gross mass 28 t .The vehicle is for pull service of railway cars and is equiped with an crane for hydraulic unloading of the cargo. This is the objective of the realization of FEM expert analysis, which deals with the base construction of the vehicle from the aspect of strenght in order of improving of stress-strain state of the support. The investor demanded quality investment technical documentation, which proves the design success expressed in technical measures standards [6, 7]. The other reason of interest for the support analysis, which producers always have, is improvement of their own products. In that way, after each analysis there was performed the correction of structure shortages, rearrangement of support positions, adding or reduction of the mass, change of constructing joints design.
longitudinal and transversal loading of pull railway vehicle with the following content: Tab. 1.
01 02 03
Analysis characteristics:
Support analysis under action of vertical forces 1 Fv Marking criterion per, per, weld, Support analyses under action of only vertical forces 2Fv (double g), Marking criterion ReH, Driving situation with several cars. Support analysis 1Fv+ 0.75Fu on bumpers. Marking criterion per, per, weld, Front hitting with bumpers. Support analysis under action 1Fv+1Fu on bumpers Marking criteria of construction ReH. Pulling of the cars over pull. Support analysis under action 1.5Fv+1.5Fu on bumpers, Support marking criterion ReH. Power of pressure in automatic clutch Support analysis under action 1Fv+2Fu on automatic clutch, Marking criteria of construction ReH. Diagonal pressure trough bumpers Support analysis under action 1.5Fv+0.5Fu on diagonal bumpers, Marking criteria of construction ReH. Support analysis under action of inertia forces in length way. Static model kdFv+1FIN (3g). Dynamic factor of vertical forces kd=1.30. Horizontal forces are inertial of all masses (M3g) Marking criterion of construction ReH. Support analysis under action of inertia forces in length way. Static model kdFv+1FIN (5g). Dynamic factor of vertical forces kd=1.30. Horizontal forces are inertial of all masses (M5g) Marking criterion of construction ReH.
forces, crane forces and work forces. Figure 2.2 shows the arrangement of masses on support with schematically shown rigid joints of their focuses with support. This discretely shown mass in points made it possible to use the same model for solving several dynamic tasks defined in Table 1. Figure 2.3 shows elements of analysis 9.2 where was monitored the vehicle passing through curve with height H and wind of specific pressure w.
04
05
06 07
8.1
8.2
Analysis at starting moment of the vehicle at maximal pull force. Static model Fv+Gv ( =0.33 athesion quotient,Gv vehicle weight) +Frp (reactive axial force in power shaft operation) 9.1 Marking criterion of construction per, per. Marking criterion of welding weld. Analysis of support while passing trough curve and side wind pressure. Static model kdFv+Fpull (pull force at speed in the curve) + FN (pA, p specific wind pressure N/m2, A is the 9.2 surface exposed to wind) + Fc ( centrifugal force) + FNAD (force because of the height of one rail in the curve)+ Fr (reactive force axial operation at pull). Dynamic factor of vertical forces kd=1.30. Marking criterion per, per, weld. Check of placing pillar elevator Model of loading 1MKR + 1GKR. 10.1 Two cases position of the analysis. In the direction of 10.2 driving and under right angle on that direction Marking criterion per, per, weld. Support analysis at elevating (hoisting) of vehicle Vehicle stays at 4 positions 11.1 Static model: From vertical forces 1Fv. 11.2 Two analysis: First: whole model analysis. Second analysis of the connection area for elevation. Marking criterion per, per, weld.
Figure 2.1 shows the one arrangement of outer forces (case of vertical dynamic). Activities are worked out separately from all inbuilt weights, inertia forces, pull and brake forces, forces in bumpers (when hitting), wind forces, centrifugal 2
Fig.2.2 Model of mass arrangement that inertial forces come from Case of hitting vehicle in front, ANALYSIS 8.2
average size of elements geometry: NL=3(585640). Number of elements in transversal direction NB comes from the quotient of vehicle width B=2800mm and size of average element a: NB=3(187204). Number 3 is empirical coeficient. Out of this frame the topology of finite elements frame is mapped. Developed mesh describes the continuum up to the level of holes, roundness, ribs, and welded joints, the correct geometry structure. Figures 3.1 3.2 show the details of discrete model. Model is elastically leaned over SPRING elements by which the elasticity of vehicle hanging was described. The leanings of the support (on work wheels, bumper leaning) are connected with support by RIGID finite elements which is precisely defined model rotation. Concentrated masses of crane, cabin, engine, transmitions and loading container are linked with the construction with rigid elements. It enabled introduction of inertia forces by giving only one common vector acceleration vector. 3
Fig.3.1. Discrete model of the vehicle (front detail) Number of elements: 1.858.859. Number of nodes: 620016.
5. CONCLUSION
In such a way performed the group of super-analysis enabled to define whether the strenght of support on all actiones was achieved by designing. Since the number of request are numerous, it is sure that there will be corrections of initial geometry structure design. The corrections may be performed also in order to reduce the greatest equalize stresses of mass allocate of material along of the construction. In case when introduced criteria can not be fulfilled, there has to started new design.
Fig.4.1. (Case 8-2) The maximal translation of the whole construction (mostly because of the deflection of the springs on the shafts) is 0.0204m. Deformations of the model are in driving direction on front bumpers.
Fig.4.2 (Case 8-2) Maximal Solid Von Mises stress (388.762.432, N/m2) is in the area of connection of main supporters and front plate.
MFN 2008
Fig.4.3 (Case 8-2) Look on the lower central part of the support. The picture presents high fidelity of FEM model with real physical construction
MFN 2008
Fig.4.4 (Case 11.1) Elastic deformations ( bending) while hoisting the vehicle (factory service operation). The greatest deflection are in the middle 0.0165 m 5
ACKNOWLEDGMENT
This paper is financially supported by the Ministry of Science and Technological Development of Republic of Serbia, Project Nr. 14068. This support is gratefully acknowledged.
REFERENCES
[1] ZIENKIEWICZ O.C., The Finite Element Method in engineering science, McGraw-Hill, London 1971. [2] TIMOSHENKO S., Strength of Materials, Part II, , New Jersey, 1956. [3] MSC NASTRAN 2004, Interactive Systems, Inc, Part No 440.401 Supergen, Pittsburgh, 1991. [4] JOVANOVI, M., MILI, P, MIJAJLOVI, D, Aproximate contact models of the rolling suports, Facta Universitatis, Series Mechanical Engineering, Ni, Vol 2, N 1, 2004. pp. 69 - 82, [5] JOVANOVI, M, MARINKOVI, D, Redizajn optimalna geometrija nosaa, COD-2002, FTN NS, Novi Kneevac, Maj 2002, [6] Technical norm .12, Yugoslav railway union, Office for development and explotation, IV Rev.1978. BGD. [7] ARI J., Vuena vozila, Zavod za udbenike, Beograd 1996. [8] JOVANOVI, M, MILI, P, Enhancing tehnology of geometry shape container design, ADEKO FTN Novi Sad, Machine design., 2007, pp. 89-92. [9] JOVANOVI, M, JANOSEVI, D, MILI, P, Structural CAE Identification of Boundary Loads of Excavators, International Conference Interstroimech 2004, Voronez, Russia, 2004. [10] JOVANOVI, M, K, P, MILI, P, Structural analysis of railway vehicle support DHD 200 DKLokomotiva a.d. MIN Ni, Development Project No. 612-22-168-2/08, Final Raport, Mechanical Faculty of Ni, 2008.
Fig.5.2 Support of the vehicle DHD 200DK Model correction: Pat No: 540.02-03.01-70 (horizontal rib on the middle vertical supporters), Pat No: 540.02-03.01-71 (horizontal rib on side vertical supporters) During every analysis there has to be taken care of the quality (design) of the discrete model: Correctness of type choice and enough number of finite elements, quality of shape function At that time the greatest translations have to stay small and number of degenerated elements controlled. There may be the proof of model convergence, specially if there is symmetrical structure and symmetrical loading. Figure 5.1 shows the stage in assembly the equipment on support of pull railway vehicle HD 200 DK made in Lokomotiva a.d. MIN Nis. Figure 5.2 shows details of performed changes in the middle part of construction by which is increased the strenght of structure over diagonal impact. In this way defined results of group structures of analysis enabled to reach the decision from the design about new one, which make the creation of valid products. 6
CORRESPONDENCE
Miomir JOVANOVI, Prof. D.Sc. Eng. University of Ni Faculty of Mechnical Engineering Chair of Transport tec. and Logistics Str. A. Medvedeva 14 18000 Ni, Serbia miomir@masfak.ni.ac.rs Predrag MILI, B.Sc. Eng. University of Ni Faculty of Mechnical Engineering Chair of Transport tec. and Logistics Str. A. Medvedeva 14 18000 Ni, Serbia pmilic@masfak.ni.ac.rs