on the application of hyperworks for the design of bi-level trains

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


2

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

ATC 2014 Munich

© Stadler Altenrhein AG 3

http://www.stadlerrail.com/de/portrait/standorte/polen-pl/

http://www.stadlerrail.com/de/portrait/standorte/ungarn-h/

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

ATC 2014 Munich


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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)


– Front end impact into a buffered 80-ton-freight wagon

– vc = 36 km/h (22,4 mph)

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– 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

26

Anti-climbing system influence

ATC 2014 Munich


Benchmark: ABAQUS / RADIOSS: Performance

• Simulation time: Speedup with RADIOSS

27

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


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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on the application of hyperworks for the design of bi-level trains

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