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Liquid cargo has a significant impact on the interface wheel-track interaction. The sloshing affects the track-railcar's dynamic behavior. The effect is detectable at the track level and at the vehicle. Its characterization requires the combination of different techniques:
Empirical Mode Decomposition (EMD)
Time-Frequency Maps
Sloshing occurred when significant perturbations happened in the railcar:
The railcar entered a curve
Reduction in its travel speed
A railcar with a tank is a clear example of a multibody dynamic system with a nonlinear behavior.
As a result of the vehicle – infrastructure interaction, both systems deteriorate. The development of performance measures about such effects, is critical to find ways to mitigate these systems deterioration. We propose an energy approach to such an assessment: The transient energy stored in the pavement. The transient strain energy stored in the vehicle suspension.
An analysis has been presented pertaining to the use of a convex
bottom tank shape instead of an elliptical, for a road tanker.
Two analyses have been made, concerning the static and the dynamic
relative performance expectations of such tank shape when compared
with the elliptical shape performance.
The outputs of both analyses suggest that the level of average benefit
due to using the proposed shape, is around 10%, with a maximum
benefit observed in the dynamic performance in the case of the
minimum fill level.
Correlation between static and dynamic outputs. Manufacturing.
Longitudinal Load transfer light sensitivity to cargo type, fill level and the impact distance.
Maximum sloshing effect for the case of the lowest fill level 12
while for half fill level the sloshing cargo performs as a dynamic damper, with a maximum effect of 6 in the case of medium impact input
The sloshing effect for the highest fill level yielded a mixed output, with the maximum impact distance producing a positive but moderate effect.
An experimental model has been proposed to measure the energy losses due to the centre plate friction. The physical principles of the testing are based upon the loss of potential energy during turning.
The testing rig includes a variable friction centre plate. A stick
slide model was proposed for the centre plate, whose results suggest significant losses of potential energy due to centre plate friction, around 20 %.