Schweizerische Bundesbahnen SBB
Schweizerische Bundesbahnen SBB
Bosshard M.,Fluckiger and Bosshard AG |
Steck P.,Fluckiger and Bosshard AG |
Meyer C.,Obstgartenstrasse 7 |
Bruhwiler E.,Ecole Polytechnique Federale de Lausanne |
And 2 more authors.
Stahlbau | Year: 2012
Long term monitoring over one year has been conducted on the riveted Railway Bridge over the Rhine at Eglisau. Measured values were exploited by rainflow analysis and served as the basis for the verification of fatigue safety. As the locations of measurements are generally not identical with the cross sections of verification, measured strains respectively stresses, were extrapolated to the relevant verification cross section by means of factors that were obtained by structural analysis. Using these values, all fatigue relevant structural details were first verified with respect to the fatigue limit. Then, damage accumulation calculation according to the Palmgren-Miner rule and based on Wöhler curves for riveted details was performed for those structural details where the fatigue limit check was not fulfilled. Sufficient fatigue safety could finally be verified for the whole riveted structure and an additional service life of at least 50 years for the most fatigue relevant structural element. © Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.
Eichenberger P.,Schweizerische Bundesbahnen SBB |
Hayoz P.,Bundesamt fur Verkehr |
eb - Elektrische Bahnen | Year: 2016
The increasing density of the railway traffic requires shorter signal distances. A sufficient coordination of the signal locations with the electrical separations in the overhead contact line can hardly be implemented only. This applies especially to tunnels. Starting with the actual situation of railway infrastructure in Switzerland technical supervision equipment was developed and implemented to protect the electrical separations in the Gotthard base tunnel. Experience on these protective equipment will be reported.
Aeberhard M.,Schweizerische Bundesbahnen SBB |
Courtois C.,Societe Nationale des Chemins de fer Francais SNCF |
Ladoux P.,National Polytechnic Institute of Toulouse
SPEEDAM 2010 - International Symposium on Power Electronics, Electrical Drives, Automation and Motion | Year: 2010
In this paper, the authors show how high power static converters contribute to the voltage quality in railways. The first part of the paper gives an overview of power electronics solutions currently used by French National Railways and Swiss Federal Railways such as frequency converter for 15 kV/16.7 Hz system and line voltage booster or unbalance compensator for 25 kV/50 Hz system. Operating results for such devices are presented. The second part of the paper is dedicated to future trends in railway power supply. Innovative solutions concerning DC or AC systems are proposed. In each case, prototypes and experimental results are presented. © 2010 IEEE.
Schneider P.,Schweizerische Bundesbahnen SBB |
Bolmsvik R.,Abetong |
Nielsen J.C.O.,Chalmers University of Technology
Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit | Year: 2011
An extensive full-scale field test to investigate the influence of under sleeper pads (USPs) on track quality (with respect to magnitudes of vertical track irregularities) and track dynamics has been conductedontheSchweizerischeBundesbahnen test site atKiesen in Switzerland. Static track geometry data and dynamic track responses in terms of sleeper strain and accelerations of rail and sleeper during train pass-by have been measured and analysed. It is observed that the use of USPs generates higher rail and sleeper accelerations but lower sleeper strains due to bending. The degradation of track geometry appears to slow down when USPs are used. © SAGE Publications Ltd 2011.
Marclay Y.,Schweizerische Bundesbahnen SBB
eb - Elektrische Bahnen | Year: 2012
With regard to the technical equipment of its rolling stock, the SFR passenger transport system is faced with an obsolescence management problem. In particular the development of modernization schemes for existing vehicles offers several options for the management of products at the end of their service lives. The handling of technical systems in the second half of their life cycles is illustrated from the operator's perspective by means of concrete examples.
Muller R.,Schweizerische Bundesbahnen SBB |
Hafner M.,Schweizerische Bundesbahnen SBB |
Balmer P.,Schweizerische Bundesbahnen SBB
ZEVrail | Year: 2011
There is a problem in the environmental law for vibration similar as for noise, so that a big amount of costs can succeed. To improve the whole SBB network the predicted costs for vibration mitigation will be around 1700'000'000 CHF. Measurements carried out by SBB show that a large out of roundness is the most important reason for vibration emission. Considerable differences between train types and between locomotive types could be established. Causes for out of roundness are interaction between the braking system and the wheel or between the wheel and the rail or the inhomogeneity of the wheel-material. Vibration mitigation measures can be found for maintenance in form of early detection and fast maintenance of the wheel out of roundness or by investing in improved new rolling stock. Some mitigation measures for rolling stock feature additional benefits as for example decrease of life cycle cost (LCC) for wheelsets or diminution of the costs for infrastructure maintenance. The EU-project RIVAS will investigate mitigation measures for the infrastructure and for the rolling stock from 2011 till 2013.
Huber P.,Zurcherstrasse 41 |
Muller R.,Schweizerische Bundesbahnen SBB
ZEVrail | Year: 2013
The EU-Project RIVAS (Railway Induced Vibration Abatement Solutions) aims at reducing the environmental impact of ground-borne vibration from the railway. Measures applied on the vehicle were also examined. Based on an experimental analysis with field tests of regular trains on the network of Swiss Federal Railways (SBB) the influence of the vehicle was analysed. The vibrations were correlated with the rolling stock parameters and out-of-roundness measurements of the wheels. The analysis shows that wheel condition and unsprung mass are the dominating parameters for ground vibration. Hence the mitigation measures for ground vibration should focus on a better wheel condition and a reduced unsprung mass. These mitigation measures have the potential to significantly reduce the ground vibration and are followed.
Schweizerische Bundesbahnen Sbb | Date: 2016-02-04
Method for controlling a technical system including a power grid, connected to at least one energy supply system. The method ensures that the consumption of electrical energy of the grid is within a given load curve by avoiding or compensating peak loads; including the steps of: a) providing data of the total load occurring in the grid to a load data processor; b) the processor processing said data and determining curves of a plurality of load components of the total load; c) determining future load curves for each component for a time period ahead; d) superimposing the future load curves and determining a future total load curve for the future total load and future peak loads; and e) controlling the technical and/or energy supply systems based on the determined future total load curve to avoid exceeding given load limits and future peak loads or allocate energy required in the future.