M.F.C. Pereira

Influence of the aerodynamic forces on the pantograph–catenary system for high-speed trains

Most of the high-speed trains in operation today have the electrical power supply delivered through the pantograph–catenary system. The understanding of the dynamics of this system is fundamental since it contributes to decrease the number of incidents related to these components, to reduce the maintenance and to improve interoperability. From the mechanical point of view, the most important feature of the pantograph–catenary system consists in the quality of the contact between the contact wire of the catenary and the contact strips of the pantograph. The catenary is represented by a finite element model, whereas the pantograph is described by a detailed multibody model, analysed through two independent codes in a co-simulation environment. A computational procedure ensuring the efficient communication between the multibody and finite element codes, through shared computer memory, and suitable contact force models were developed. The models presented here are contributions for the identification of the dynamic behaviour of the pantograph and of the interaction phenomena in the pantograph–catenary system of high-speed trains due to the action of aerodynamics forces. The wind forces are applied on the catenary by distributing them on the finite element mesh. Since the multibody formulation does not include explicitly the geometric information of the bodies, the wind field forces are applied to each body of the pantograph as time-dependent nonlinear external forces. These wind forces can be characterised either by using computational fluid dynamics or experimental testing in a wind tunnel. The proposed methodologies are demonstrated by the application to real operation scenarios for high-speed trains, with the purpose of defining service limitations based on train and wind speed combination.

Mapping Railway Wheel Material Wear Mechanisms and Transitions

In order to develop more durable wheel materials to cope with the new specifications being imposed on wheel wear, a greater understanding of the wear mechanisms and transitions occurring in wheel steels is needed, particularly at higher load and slip conditions. The aim of this work was to draw together current understanding of the wear mechanisms, regimes, and transitions (particularly with R8T wheel material) and new tests on R7T wheel material; to identify gaps in the knowledge; and to develop new tools for assessing wear of wheel materials, such as wear maps, that can be used to improve wear prediction. Wear assessment of wheel materials, as well as wear rates, regimes, and transitions, is discussed. Twin disc wear testing, used extensively for studying wear of wheel and rail materials, has indicated that three wear regimes exist for wheel materials: mild, severe, and catastrophic. These have been classified in terms of wear rate and features. Wear rates are seen to increase steadily initially and then level off, before increasing rapidly as the severity of the contact conditions is increased. Analysis of the contact conditions in terms of friction and slip has indicated that the levelling off of the wear rate observed at the first wear transition is caused by the change from partial slip to full slip conditions at the disc interface. Temperature calculations for the contact showed that the large increase in wear rates seen at the second wear transition may result from a thermally induced reduction in yield strength and other material properties. Comparisons made between discs and actual wheels have provided some support for the theories relating to the transitions observed. Wear maps have been produced using the test results to study how individual contact parameters such as load and sliding speed influence wear rates and transitions. The maps are also correlated to expected wheel—rail contact conditions. This improved understanding of wheel wear mechanisms and transitions will help in the aim of eventually attaining a wear modelling methodology reliant on material properties rather than on wear constants derived from testing.

A Memory Based Communication in the Co-simulation of Multibody and Finite Element Codes for Pantograph-Catenary Interaction Simulation

Summary. Many complex systems require that computational models of different nature are used for their sub-systems. The evaluation of the dynamics of each one of these models requires the use of different codes, which in turn use different time integration algorithms. The work presented here proposes a co-simulation environment that uses an integrated memory shared communication methodology between the multibody and finite element codes. The methodology is general being applicable to the dynamic co-simulation of models running in different codes. The benefits and drawbacks of the proposed methodology and of its accuracy and suitability are supported by the application to a real operation scenario of a highspeed catenary-pantograph system for which experimental test data is available.

Optimization of high-speed railway pantographs for improving pantograph-catenary contact

A crucial system for the operation of high-speed trains is the pantograph catenary interface as it is the sole responsible to deliver electrical power to the train. Being the catenary a stationary system with a long lifespan it is also less likely to be redesigned and upgraded than the pantographs that fit the train vehicles. This letter proposes an optimization procedure for the improvement of the contact quality between the pantograph and the catenary solely based on the redesign of the pantograph head suspension characteristics. A pantograph model is defined and validated against experimental dynamic characteristics of existing pantographs. An optimization strategy based on the use of a global optimization method, to find the vicinity of the optimal solution, followed by the use of a deterministic optimization algorithm, to fine tune the optimal solution, is applied here. The spring stiffness, damping characteristics and bow mass are the design variables used for the pantograph optimization. The objective of the optimal problem is the minimization of the standard deviation of the contact force history, which is the most important quantity to define the contact quality. The pantograph head suspension characteristics are allowed to vary within technological realistic limits. It is found that current high-speed railway pantographs have a limited potential for mechanical improvements, not exceeding 10%–15% on the decrease of the standard deviation of the contact force.

Microstructural analysis of Iberian expanded clay aggregates.

This article presents a detailed study of the microstructure of Iberian expanded clay lightweight aggregates (LWA). Other than more commonly used mercury porosimetry (MP) and water absorption methods, the experimental study involves optical microscopy, scanning electron microscopy (SEM), and microtomography (μ-CT). Pore connectivity and how it is deployed are shown to some degree, and the pore size spectrum is estimated. LWA are in general characterized by a dense outer shell up to 200 μm thick, encasing an inner cellular structure of 10-100 times bigger pore size. Aggregate pore sizes may span from some hundreds of nanometers up to over 1 mm, though the range of 1-25 μm is more typical. A noteworthy fraction of these pores is closed, and they are mainly up to 1 μm. It is also shown that macropore spatial arrangement is affected by the manufacturing process. A step forward is given to understanding how the outer shell and the inner pore network influence the mechanical and physical LWA properties, particularly the density and water absorption. The joint consideration of μ-CT and SEM seems to be the most appropriate methodology to study LWA microstructure. MP analysis is likely to distort LWA pore spectrum assessment.

PantoCat statement of method

The pantograph–catenary dynamic interaction analysis program (PantoCat) addresses the need for a dynamic analysis code able to analyse models of the complete overhead energy collecting systems that include all mechanical details of the pantographs and the complete topology and structural details of the catenary. PantoCat is a code based on the finite element method, for the catenary, and multibody dynamics methods, for the pantograph, integrated via a co-simulation procedure. A contact model based on a penalty formulation is selected to represent the pantograph–catenary interaction. PantoCat enables models of catenaries with multiple sections, including their overlap, the operation of multiple pantographs and the use of any complex loading of the catenary or pantograph mechanical elements including aerodynamic effects. The models of the pantograph and catenary are fully spatial being simulated in tangential or curved tracks, with or without irregularities and perturbations. User-friendly interfaces facilitate the construction of the models while the post-processing facilities provide all quantities of interest of the system response according to the norms and industrial requirements.

The role of shell/core saturation level on the accuracy and mechanical characteristics of porous calcium phosphate models produced by 3Dprinting

Purpose – This paper aims to study the influence of the binder saturation level on the accuracy and on the mechanical properties of three-dimensional (3D)-printed scaffolds for bone tissue engineering. Design/methodology/approach – To study the influence of the liquid binder volume on the models accuracy, two quality test plates with different macropore sizes were designed and produced. For the mechanical and physical characterisation, cylindrical specimens were used. The models were printed using a calcium phosphate powder, which was characterised in terms of composition, particle size and morphology, by X-ray diffraction (XRD), laser diffraction and Scanning electron microscopy (SEM) analysis. The sample’s physical characterisation was made using the Archimedes method (porosity), SEM, micro-computer tomography (CT) and digital scan techniques, while the mechanical characterisation was performed by means of uniaxial compressive tests. Strength distribution was analysed using a statistical Weibull approac...

Multibody Modeling of Pantographs for Pantograph-Catenary Interaction

In the great majority of railway networks the electrical power is provided to the locomotives by the pantograph-catenary system. From the mechanical point of view, the single most important feature of this system consists in the quality of the contact between the contact wire(s) of the catenary and the contact strips of the pantograph. Therefore not only the correct modeling of the catenary and of the pantograph must be achieved but also a suitable contact model to describe the interaction between the two systems must be devised. The work proposed here aims at enhancing the understanding of the dynamic behavior of the pantograph and of the interaction phenomena in the pantograph-catenary system. The catenary system is described by a detailed finite element model of the complete subsystem while the pantograph system is described by a detailed multibody model. The dynamics of each one of these models requires the use of different time integration algorithms. In particular the dynamics of the finite element model of the catenary uses a Newmark type of integration algorithm while the multibody model uses a Gear integration algorithm, which is variable order and variable time step. Therefore, an extra difficulty that arises in study of the complete catenary-pantograph interaction concerns the need for the cos-imulation of finite element and multibody models. As the gluing element between the two models is the contact model, it is through the representation of the contact and of the integration schemes applied for the finite and multibody models that the co-simulation is carried on. The work presented here proposes an integrated methodology to represent the contact between the finite element and multibody models based on a continuous contact force model that takes into account the co-simulation requirements of the integration algorithms used for each subsystem model.

Siliceous Speleothems and Associated Microbe-Mineral Interactions from Ana Heva Lava Tube in Easter Island (Chile)

Coralloid-type speleothems were recorded on the ceiling of the Ana Heva lava tube in Easter Island (Chile). These speleothems were morphologically, geochemically and mineralogically characterized using a wide variety of microscopy and analytical techniques. They consist dominantly of amorphous Mg silicate and opal-A. Field emission scanning electron microscopy revealed a variety of filamentous and bacillary bacteria on the surface of the Ana Heva coralloid speleothems, including silicified filamentous microorganisms. Among them, intriguing reticulated filaments resemble those filaments documented earlier in limestone caves and lava tubes. The identification of silicified microorganisms on the coralloid speleothems from the Ana Heva lava tube suggests a possible role of these microorganisms in silica deposition.

Hydrometallurgical recycling of lithium-ion batteries by reductive leaching with sodium metabisulphite

The hydrometallurgical extraction of metals from spent lithium-ion batteries (LIBs) was investigated. LIBs were first dismantled and a fraction rich in the active material was obtained by physical separation, containing 95% of the initial electrode, 2% of the initial steel and 22% of plastic materials. Several reducers were tested to improve metals dissolution in the leaching step using sulphuric acid. Sodium metabisulphite led to the best results and was studied in more detail. The best concentration of Na2S2O5 was 0.1 M. The metals dissolution increased with acid concentration, however, concentrations higher than 1.25 M are unnecessary. Best results were reached using a stirring speed of 400 min-1. The metals leaching efficiency from the active material (Li, Mn, Ni, Co) increased with the temperature and was above 80% for temperatures higher than 60 °C. The dissolution of metals also rose with the increase in the liquid/solid ratio (L/S), however, extractions above 85% can be reached at L/S as lower as 4.5 L/kg, which is favourable for further purification and recovery operations. About 90% of metals extraction can be achieved after only 0.5 h of leaching. Sodium metabisulphite can be an alternative reducer to increase the leaching of Li, Mn, Co, and Ni from spent LIBs.