Materials: Building lightweight trains

Engineerblogger
March 1, 2012

These diesel trains for housing is manufactured from a light polyurethane-based material, yet extremely durable. Source:  Fraunhofer ICT

The less trains weigh, the more economical they are to run. A new material capable of withstanding even extreme stresses has now been developed. It is suitable for a variety of applications, not least diesel engine housings on trains – and it makes these components over 35 percent lighter than their steel and aluminum counterparts.

In their efforts to render cars and trains more economical, manufacturers are trying to find lighter materials to replace those currently used. But there is a problem: Lighter materials tend not to be as tough as steel or aluminum, so they cannot simply be used in place of these metals. Rather, it is a question of manufacturers deciding which components can really afford to have weight shaved off and how to integrate them into the overall systems.

Working together with Bombardier GmbH, KraussMaffei Kunststofftechnik GmbH, Bayer MaterialScience AG, DECS GmbH, the DLR’s Institute for Vehicle Concepts, the University of Stuttgart and the Karlsruhe Institute for Technology, researchers at the Fraunhofer Institute for Chemical Technology ICT in Pfinztal have now developed a polyurethane-based sandwich material that is extremely resilient. “To demonstrate the material, we manufactured a component that is subject to significant stresses and which has to fulfill a number of requirements – the diesel engine housing for a train,” says Jan Kuppinger, a scientist at the ICT. This housing is located beneath the passenger compartment, i.e. between the car and the tracks. Not only does it shield the engine against flying stones and protect the environment from any oil that might escape, but in the event of a fire, it also stops the flames from spreading, thus meeting the flame retardant and fire safety standards for railway vehicles. Kuppinger adds: “By using this new material, we can reduce the component’s weight by over 35 percent – and cut costs by 30 percent.”

The researchers opted for a sandwich construction to ensure component stability: Glass fiber reinforced polyurethane layers form the outer facings, while the core is made of paper honeycomb. Polyurethane is a bulk plastic combining two substances. Since it can be adapted to fulfill various requirements, it is referred to as a ‘customizable material’. In foamed form it is soft, and can be used for example as a material for mattresses; in compact form it is strong and hard. The researchers began by incorporating various additives into their polyurethane, altering it in such a way as to ensure it would meet fire safety standards. Then, the partners optimized the standard manufacturing process, fiber spraying, by developing a mixing chamber which allows even more complex structures to be produced in any required size. The diesel engine housing they made is approximately 4.5 meters long and more than 2 meters wide. “This is the first time it has proved possible to use this process to manufacture such a large and complex component that also satisfies the structural requirements,” states Kuppinger. Previously, one problem encountered with fiber spraying was that it was impossible to determine the precise thickness of the polyurethane top layers. But now the researchers have found a way to do this, using computer tomography to inspect the manufactured layers and then applying a specially-adapted evaluation routine to establish their exact thickness. This information helps to simulate the strength of the component, as well as its ability to withstand stresses.

The scientists produced their diesel engine housing demonstrator as part of the PURtrain project, which is funded by the German Federal Ministry of Education and Research (BMBF). The demonstrator passed its first strength test – in which the scientists placed it in a test rig and then applied forces to it at various locations, measuring the extent to which it deformed – with flying colors. In the next stage, the researchers want to trial the component in a proper field test. If that, too, proves successful, it will then be possible to use the material to make roof segments, side flaps and wind deflectors for the automobile and commercial vehicle industry, and to ramp up the manufacturing process to produce medium volumes of between 250 and 30,000 units.

Source: Fraunhofer-Gesellschaft

Wireless charger can restore vehicles' batteries on the move

The Engineer
Oct 18, 2011

Wireless-charging technology could enable different electric vehicles to replenish their batteries using the same infrastructure while moving.

Canadian railway manufacturer Bombardier is testing wireless charging pads located underneath roads that could theoretically allow electric cars, trucks, buses and trams to travel without ever needing to stop and recharge.

Previous wireless-charging technology has been designed primarily for stationary charging, but Bombardier’s research has focused on moving vehicles of different sizes, in particular, public transport that follows a regular route and stopping pattern.

For buses and trams, charging points are placed at route stops where the vehicle can receive its largest charge while passengers get on and off. Then it progresses to the next stop, passing over several more charging points and topping up as it moves.

‘Typically there are about 300m to 500m between two stops on the routes,’ Christian Köbel, director of product management for the Primove technology.

‘This allows regular traffic so you can plan a regular schedule. That’s why we can reduce the size of the storage significantly because we know exactly what the vehicle will do.’

With suitable battery technology, which Bombardier is currently investigating, buses could reduce their charging times to every two or three stops, although this is less of a possibility for trams as they are much heavier.

Electricity is transferred from the buried charging point to corresponding technology underneath the vehicle using magnetic induction. As the vehicle drives over the charger its sends out a radio signal to identify itself and prove that it is authorised to use the station.

The charging point only engages when it is completely covered and shielded by the vehicle, meaning pedestrians and passengers aren’t exposed to its magnetic fields.

As it is designed for use by a range of different moving vehicles, the technology also has a built-in flexibility that allows it to provide charge even if the vehicle isn’t perfectly aligned on top of it.

‘The biggest challenge was applying a technology that is mostly used for very small power ranges and scaling it up to a complete road traffic and public transport use, from typical 3.3kW applications to 160–200kW charging.’ said Köbel.

‘A significant part in that is dealing with the power requirements, the emitted field, what you use in terms of components — no standard components are used because it has completely different requirements.

‘The second challenge is applying all the rail and automotive industry standards onto the technology, which is typically used in an industry that is far more relaxed.’

Primove has so far been tested on a 125m stretch of road in Lommel, Belgium, using converted hybrid buses and on a largely disused tramway in Augsburg, Germany.

Bombardier is already offering the system for tender and hopes to see it in place for buses in 2012 and for trams in 2014 due to the additional infrastructure needed to create a tramway.

Source: The Engineer


Additional Information:

• PrimoveCity – The e-Mobility Revolution 

• PRIMOVE Catenary-Free Technology

Bombardier Transportation Presents TRAXX AC Locomotive with Last Mile Diesel at Transport Logistic

Bombardier Press Release
May 10, 2011

At this year’s Transport Logistic trade fair from May 10 to 13, Bombardier Transportation will premiere a BOMBARDIER TRAXX AC locomotive with a supplementary diesel motor.

Known as Last Mile Diesel, this innovation removes the need to change locomotives in shunting areas of a rail network. The new technology offers increased flexibility, example at stations where a system change takes place, at terminals, at ports or on construction sites. There the last metres of rail, the so-called last mile, are generally not electrified. Until now shunting locomotives have had to replace electric locomotives in these areas to close the gap. The new TRAXX AC Locomotive with Last Mile Diesel enables the seamless transport of goods by rail.

Åke Wennberg, President of Locomotives and Equipment division, Bombardier Transportation, said: “Our Last Mile locomotive offers real innovation, giving rise to whole new possibilities in rail freight transportation. I am certain that this new product will impress our customers.” The first five locomotives of this type were already ordered by the leasing firm Railpool at the end of last year. “This fulfills a long-held wish for us, the market has been waiting for this opportunity. We are convinced by this solution,” explained Dr Walter Breinl, Managing Director of Railpool GmbH.

Three of these five locomotives will be leased by the Swiss private rail firm BLS Cargo. “The Last Mile Locomotive enables us to develop new markets for BLS Cargo,” said Dr. Dirk Stahl, CEO of BLS Cargo. “We can offer customers in Switzerland, Germany and Austria innovative and above all efficient rail logistics solutions.”

The TRAXX AC locomotive with Last Mile Diesel is a further development of the tried and testedTRAXX platform that has been developed in close co-operation with our customers. Furthermore, the development of the Last Mile Diesel is based on the positive experiences with the two-systemBOMBARDIER ALP 45 Dual Power locomotive in the North American market. As a next step, the development of a TRAXX DC locomotive with a Last Mile Diesel engine is planned.

The TRAXX product family is designed for both the transport of freight as well as passengers on national and international routes on all networks. It is available in three electrical variants (for multi-system, AC and DC locomotives), as well as in a diesel-electric variant. All TRAXXlocomotives are distinguished by their modular design and their highly efficient BOMBARDIER MITRAC drive and control systems. In total, more than 1,500 TRAXX locomotives have been sold.

Manufacturing Automation articles:" Robot orders surge in first quarter of 2011; Bombardier Aerospace looking at Morocco for low-cost manufacturing; The greening of machining; Energy excellence"

Manufacturing Automation
May 10, 2011


Robot orders surge in first quarter of 2011:
North American robotics companies enjoyed their best opening quarter since 2007, according to new statistics released by the Robotic Industries Association, the industry's trade group. Which sectors are responsible for the gains?

Bombardier Aerospace looking at Morocco for low-cost manufacturing:
Bombardier is considering opening an airplane manufacturing facility in Morocco, the aerospace giant said last week. Learn more about the company's plans.

The greening of machining:
A holistic approach to machine tool design reduces metal cutting's environmental impact. To read more click here...

Energy excellence:
A detailed understanding of the energy consumption for specific production areas, equipment and products will allow manufacturers to better manage production planning and execution in an informed and responsible manner. Learn how to develop an effective energy management strategy for manufacturers. To read more click here...