Publication: Parametrización del gálibo de material ferroviario
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2006
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2006-10-17
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Abstract
La experiencia adquirida a lo largo de más de 92 años, es decir, desde el 1 de enero de
1914, fecha en que las redes ferroviarias europeas deciden implantar un gálibo común, el denominado “Passe Partout International” ó PPI, ha confirmado el importante papel que su
unificación desempeña de cara a la interoperabilidad del sistema ferroviario en Europa. Sin embargo, las sucesivas revisiones de los gálibos, que comienzan a publicarse el 1 de enero de 1956, fecha en que la Unión Internacional de Ferrocarriles (UIC) publica la primera ficha UIC-505, hasta la última edición de fecha 1 de marzo de 1997, y pendientes todavía de nuevas actualizaciones, confirman que todavía no hay un conocimiento preciso de la influencia que los distintos parámetros constructivos de un vehículo ferroviario poseen en la determinación de la envolvente de sus dimensiones máximas cuando se desplazan por las vías.
La presente tesis analiza el modelo de cálculo del gálibo ferroviario según criterios de la UIC. Los resultados obtenidos demuestran que este modelo no tiene en cuenta el comportamiento dinámico del vehículo ferroviario y, por tanto, proporciona valores de gálibo alejados de los reales. Estos resultados están confirmados por la experiencia, observándose roces en muchos tramos de las redes ferroviarias producidos por los vehículos en su movimiento, incluso superando los márgenes de seguridad que establece la UIC. Por ello, en este trabajo de investigación se determina un nuevo modelo de gálibo, el que se ha denominado gálibo dinámico en el cual se tienen en cuenta los diversos parámetros independientes en el complejo fenómeno físico en juego, haciendo intervenir las fuerzas de interación producidas en el contacto rueda-carril, para lo cual el vehículo ferroviario modelizado debe ser considerado como un sistema mecánico formado por ejes calados, estructuras intermedias y cajas conectadas entre si por muelles y amortiguadores. Igualmente se establecen las ecuaciones de movimiento que definen la respuesta dinámica resolviendose éstas mediante el programa informatico Adams Rail.
Por otra parte, se ha realizado un análisis de sensibilidad del vehículo en relación al gálibo al introducir modificaciones en el sistema de suspensiones primaria y secundaria de los bogies. Se evidencia repercusiones no sólo en el gálibo, sino también, en la calidad de marcha. A su vez, se profundiza en el análisis de su incidencia en el gálibo concluyéndose que los elementos de la suspensión sobre los que se debe actuar, son los resortes de las suspensiones primaria y secundaria y, además, que los parámetros que tienen mayor incidencia son: la rigidez vertical en el resorte de la suspensión primaria y la transversal en el resorte de la suspensión secundaria.
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The experience acquired along 92 years, that is, from 1of January of 1914, date in which the european railway networks decided to adopt the same loading gauge, the known “Passe Partout International” or PPI, has confirmed that its unification plays an important role to ensure interoperability of the railway network in Europe. However, the continuous revisions of loading gauges that were first published the 1 of January of 1956, date in which the International Union of Railway (UIC) published the first sheet UIC-505, until the last edition the 1 of March of 1997, pending of new updates, confirm that there is still no clear agreement of the procedure to obtain the envelope of the maximum dimensions that vehicles can have when they travel along the rails. The present thesis analyses the loading gauge model according to UIC criteria. The results obtained prove that this model does not take in account the dynamic behaviour of the railway vehicle and, therefore, provides loading gauge values far away from the real ones. These results are endorsed by the experience, due to the fact that several tracks of the railway network have weared out produced by the movement of the vehicles, surpassing the security margin established by the UIC. Therefore, in this investigation it is determined a new loading gauge, that has been defined as dynamic loading gauge, in which it is taken into account the different independent parameters of the complex physic phenomenon by considering the interaction force in the wheel-rail contact, by modelling the railway vehicle as a mechanic system composed of pressed on of wheels, intermediate structures and boxes connected by springs and dampers. It is also established the movement equations that define the dynamic response solving the equations by means of a software called Adams Rail. In the other hand, it has been carried out an analysis of sensibility to analyze the vehicle behaviour related to the loading gauge and its comfort conditions for the passengers when introducing modifications of the primary and secondary suspension system of the bogie. It is evident its influence, not only in the loading gauge but also in the travel comfort conditions. It is analyzed in depth its incidence in relation to the loading gauge, concluding that action over the suspension elements should be the springs of the primary and secondary suspension and that the most influent parameters are: the vertical stiffness of the primary suspension spring and the transversal stiffness of the secondary suspension spring.
The experience acquired along 92 years, that is, from 1of January of 1914, date in which the european railway networks decided to adopt the same loading gauge, the known “Passe Partout International” or PPI, has confirmed that its unification plays an important role to ensure interoperability of the railway network in Europe. However, the continuous revisions of loading gauges that were first published the 1 of January of 1956, date in which the International Union of Railway (UIC) published the first sheet UIC-505, until the last edition the 1 of March of 1997, pending of new updates, confirm that there is still no clear agreement of the procedure to obtain the envelope of the maximum dimensions that vehicles can have when they travel along the rails. The present thesis analyses the loading gauge model according to UIC criteria. The results obtained prove that this model does not take in account the dynamic behaviour of the railway vehicle and, therefore, provides loading gauge values far away from the real ones. These results are endorsed by the experience, due to the fact that several tracks of the railway network have weared out produced by the movement of the vehicles, surpassing the security margin established by the UIC. Therefore, in this investigation it is determined a new loading gauge, that has been defined as dynamic loading gauge, in which it is taken into account the different independent parameters of the complex physic phenomenon by considering the interaction force in the wheel-rail contact, by modelling the railway vehicle as a mechanic system composed of pressed on of wheels, intermediate structures and boxes connected by springs and dampers. It is also established the movement equations that define the dynamic response solving the equations by means of a software called Adams Rail. In the other hand, it has been carried out an analysis of sensibility to analyze the vehicle behaviour related to the loading gauge and its comfort conditions for the passengers when introducing modifications of the primary and secondary suspension system of the bogie. It is evident its influence, not only in the loading gauge but also in the travel comfort conditions. It is analyzed in depth its incidence in relation to the loading gauge, concluding that action over the suspension elements should be the springs of the primary and secondary suspension and that the most influent parameters are: the vertical stiffness of the primary suspension spring and the transversal stiffness of the secondary suspension spring.
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Keywords
Tecnología ferroviaria, Gálibo ferroviario