FEM Analysis of the Aerial Ropeway Transport System

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FEM Analysis of the Aerial Ropeway Transport System

Manish Kumar Piplode1 , V. K. Titariya2

1 MTech. Pursuing, SAMCET, Bhopal, India

2 Assistant Professor, Department of Mechanical Engineering, SAMCET, Bhopal, India -***

Abstract - The use of aerial ropeway transportation as an alternative to more traditional forms of public transportation on the ground is possible in urban and metropolitan areas. Construction of urban aerial ropeways transportation is an expensive endeavor that calls for significant sums of money due to the engineering and economic considerations involved in the process. The purpose of this thesis is to carry out qualitative and applied research in order to gain a better understanding of the capabilities and restrictionsposedby the Areal Ropeway Transportsystems. Inordertoprovideanswers to the questions raised by the thesis, it is necessary, asstatedin the thesis, to draw conclusions and findings from the research conducted. These findings have the potential to benefit future research into the mechanical and physical behavior of Areal Ropeway Transport systems. This would broaden our understanding of the systems' applicability as well as the functionality they provide. In order to perform the simulation and parametric analysis of the Aerial ropeway while it was under load, the following programs were utilized: CATIA 5.1, ANSYS 2022 R1. As a direct consequence of this, we were able to carry out analysis using finite element analysis It was determined that running a full aerial ropeway transport simulation would take too much time for routine engineering work. However, with simplified models, it is possible to successfully predict Total Deformation, Equivalent Stress, Equivalent Elastic Strain, Directional Deformation, Strain Energy, Frictional Stress, Force Reaction, Moment Reaction, Penetration, and Pressure.

towers,cables,andevacuationandrescuesystems,aswellas thecabins.

In today's world, urban areas and the infrastructure that those areas support are under an increasing amount of strain. The human race is moving toward urbanization, despite the consistent increase in the population of the earth'sinhabitants.Theissueofclimatechangehasemerged as a pressing and urgent one, joining the ranks of urbanizationasapressingandurgentconcerns.Therearea variety of contemporary modes of transportation that all contributetotheproblemofthetemperatureoftheEarth reaching new heights. The use of those specific kinds of transportationisnotonlydetrimentaltothenaturalworld but also turns out to be ineffective. As a result, urban mobilityandtransportationbecomemoredifficultandless productive.Ontheotherhand,inthecitiesoftoday,getting around is not a commodity. The ability to move around is directly related to employment opportunities, service provision, social interaction, and the pursuit of equality. (StatementoftheUnitedNations,2015)(Statementofthe United Nations, 2014) (The Guardian, 2016; Carrington, Damian;Slezak,Michael)AsstatedbyDávila(2013),(Cox, 2009).

Key

Words: AerialRopewayTransport;Simulation;Finite ElementMethod;CATIA;ANSYS

1. INTRODUCTION

Anaerialropewaysystemisamodeofpublictransportation that,asthenamesuggests,transportspassengersincabins thataresuspendedintheairandarepropelledbyacable thatispositionedabovethesystem.Asinglemotorislocated in one of the two main stations, and it is responsible for moving the cabins from one station to the next. These systems have traditionally been used in ski resorts to transportvisitorsandskiersacrosschallengingterrainand surfaces. However, in recent years, they have found new applicationsthroughouttheurbanenvironment,particularly in regions that have geographical characteristics that are unique to them. To put it another way, (Alshalalfah et al., 2012) the ART system can be grouped into five distinct parts.Includedinthispackagearetheterminals(stations),

The usage of polluting and space-consuming modes of transportation,whichinturnproducesmajorcongestionand impedestrafficflow,iscurrentlythemostimportantconcern facing metropolitan infrastructures. This is because these modesoftransportationcausesignificantcongestion.Asa consequence of this, the existing mode of automotive transportationisnotasolutiontotheproblem;rather,itis theproblemitself.

This means of transportation trumps others in terms of privacy, flexibility in terms of time and schedule, and independence in terms of location. Because of its low passengertoarearatio1andoccupancyrates,aswellasthe fact that this mode of transportation is the mode of transportation that emits the most greenhouse gases, it posed a significant problem for cities all over the world. Moreover,itisthemodeoftransportationthatcontributes themosttoglobalwarming(C2ES,2013).Itdidn'tmakea differencehowwideornarrowtheroadswere;motortraffic filled them up just like "gas" (Newman and Kenworthy, 2011).This,inturn,resultsinahealthhazardandaddsto the growth in obesity by keeping drivers trapped in their automobiles for extended periods of time. According to findingspublishedinthejournalPublicHealthbyagroupof

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

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academics, driving a car is similarly detrimental to one's healthasdoessmoking(Douglas,etal.,2011).

Over the course of the last ten years, there has been a discernible expansion in terms of the number of ropeway transportation systems located around the region. The transformationoftheirimageandperceptioninthemindsof government officials and urban planners from that of specializedtransportationtechnologytothatofacommon and widespread one is a significant obstacle that must be overcomebeforetheycanachievesuccess.Whenitcomesto this,thereisn'tmuchinformationavailable(andthereare many publications with inaccurate, contradictory, or discouragingfigures)(O'ConnorandDale,2011)andthere hasn't been much research or writing done on the topic (Alshalalfahetal.,2012)topoint us intherightdirection. Duetotheabsenceofinformationmadeavailabletothem from the grey literature, several government bodies and urban planners have misinterpreted and underqualified ArealRopewayTransportsystems(O'Connor&Dale,2011).

From the late 1880s through the 1890s, cable-powered street railroads in Europe experienced a steady decrease. Duringthissametimeperiod,however,theuseoffuniculars in metropolitan areas across Europe remained mostly unaffected(Neumann,2007).Upuntilthe1970s,skiresorts, inparticular,putasignificantamountoftheirfaithincablepropelledsystems.AsaresultofthedevelopmentofAPMs (Automated People Movers) in the 1970s, urban planners reassessed the technology in order to determine its applicabilityinthebuiltenvironment(Neumann,2007).

During the modern era, art was utilized in urban settings onlyveryinfrequently.ThecityofAlgerinAlgeriawasoneof the few towns in the world at the time that utilized this innovation for its public transit system. The first aerial tramwayline,knownasElMadania,wasconstructedin1956 inordertoconnecttwocommunitiesthatweresituated83 meters apart from one another and covered a distance of 215 meters. In 1982, during the renovation of the "El Madania,"Algeriabecamethefirstcountryintheworldto introduceArealRopewayTransportsystemsintoitsurban areas. Additionally, in Constantine, Algeria, a Mono-Cable DetachableGondolasystemthatis2.4kilometers(1.5miles) inlengthwasinstalled.Toputitanotherway,theauthorsof thisstudy,(BergerhoffandPerschon2012),saiditthisway: (Alshalalfahetal;2012).

Areal Ropeway Transport was able to get off the ground afterthecityofMedellininColombiaopeneditsfirstmonocabledetachablegondolasystem(LineK)in2004.Thiswas doneinordertoconnectthehillySantoDomingoCommunes (also known as the Communities) to the Medellin metro transportsystem.Whensimilarsystemswereputintoplace inSantoDomingo,citizenswereabletotraversethedistance that normally took them between two and two and a half hours in fewer than thirty minutes utilizing small private

buses.Thesearetheauthorsofthearticlethatwaspublished in2012(BergerhoffandPerschon)(Alshalalfah,etal.,2012).

After finding success in Medellin, the Areal Ropeway Transportsystemwasexportedtoanumberofothercities and countries, mainly in South America, where it was integrated into the public transit networks. The most interesting places I visited were Caracas (Venezuela) and Koblenz (Germany). In third place was La Paz (Bolivia) (Bolivia).TheevolutionofArealRopewayTransportsystems andtechnologymayalsobetracedbackthroughtimeusing thechronologyprovidedbythesesystems.

2. ANALYSIS IN ANSYS

After the design of a Ropeway Cable for Aerial ropeway transport,itisimportanttoknowthecharacteristicresponse of the components to simulation conditions prior to the actual manufacturingof the bodies.Astaticfinite element analysis can identify possible design flaws, such as stress concentrations, verify the component stiffness and give informationthatwillhelpintheverification ofcalibration results.

By choosing the appropriate boundary conditions we can predict the performance and check if it is within the acceptablerangeoftheavailablehardware.Inthiswork,we present the dynamic finite element analyses using ANSYS 2020 R1 We study the mesh convergence to achieve the mostaccurateresultsanddiscusstheresults.

2.1 MESH GENERATION

Finiteelementmeshisgeneratedusingparabolictetrahedral elements.ThevonMisesstressischeckedforconvergence. An automatic method is used to generate the mesh in the presentwork.

Fig. 1 RopewayCableafterthemodelinginCATIA software

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Fig.2 TriangulartypeofmeshingisdoneinANSYS softwareforRopewayCableAnalysis

Graph 1 TotalDeformationmaximumgeneratedin RopewayCableofAerialRopewayTransportis0.1655m

Fig. 3 WireframeViewoftriangulartypeofmeshingis doneinANSYSsoftwareforRopewayCableAnalysis

Fig. 5 DirectionalDeformationgeneratedinRopeway CableAnalysis

Fig. 4 TotalDeformationgeneratedinRopewayCable Analysis

Graph 2 DirectionalDeformationmaximumgeneratedin RopewayCableofAerialRopewayTransportis9.3775 ×10-2m

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Fig.6 EquivalentStressgeneratedinRopewayCable Analysis

Graph 4 EquivalentElasticStrainmaximumgeneratedin RopewayCableofAerialRopewayTransportisof2.5527 ×10-2m/m

Graph 3 EquivalentStressmaximumgeneratedin RopewayCableofAerialRopewayTransportis4.5051 GPa

Fig. 6: TotalPenetrationgeneratedinRopewayCable Analysis

Fig. 5 EquivalentElasticStraingeneratedinRopeway CableAnalysis

Graph 5 TotalPenetrationmaximumgeneratedin RopewayCableofAerialRopewayTransportis7.226×104m

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Fig. 7 TotalPressuregeneratedinRopewayCableAnalysis

Graph 7 TotalReactionForcemaximumgeneratedin RopewayCableofAerialRopewayTransportis4.1718x 105N

Graph 6 TotalPressuremaximumgeneratedinRopeway CableofAerialRopewayTransportis6.9869GPa

Fig. 9 MomentReactiongeneratedinRopewayCable Analysis

Fig. 8 ForceReactiongeneratedinRopewayCable Analysis

Graph 8 TotalMomentReactionmaximumgeneratedin RopewayCableofAerialRopewayTransportis17366Nm.

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Fig. 10 FrictionalStressgeneratedinRopewayCable Analysis

Graph 10 TotalStrainEnergymaximumgeneratedin RopewayCableofAerialRopewayTransportis1247.2J

7. CONCLUSION

Inthisinvestigation,theFiniteElementMethodwasutilized to conduct an analysis of Aerial Ropeway Transport. The analyseshavemadeuseofasimplifiedfiniteelementmodel achievedbymakingtheassumptionofsymmetryaswellasa non-simplifiedfiniteelementmodeloftheprocess.

Graph 9 FrictionalStressmaximumgeneratedin RopewayCableofAerialRopewayTransportis1.0337 GPa

An inspection was performed on the ropeway cable that wouldbeusedfortheaerialropewaytransportsystem.The Equivalent Stress, Equivalent Elastic Strain, Total Deformation, Pressure, Reaction Force, and Directional Deformation exerted by the Ropeway Cable for Aerial RopewayTransportSystemhasbeenidentified Thepurpose ofthisstudyistomakeanaccuratepredictionoftheeffects thatdifferentperformanceparametershaveontheRopeway CableusedintheAerialRopewayTransportSystemwhen theCabinetWheelismovinginalinearfashion.

REFERENCES

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[2] STRMTGandCEREMA,2011.Aerialcablewaysasurban transportsystems,Lion:STRMTG.

Fig. 11 StrainEnergygeneratedinRopewayCable Analysis

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[4] CUP,2016.GondolaProject.

[5] United Nations Department of Economic and Social Affairs/Population Division, 2015. World Population Prospects: The 2015 Revision, New York: United Nations.

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Volume: 09 Issue: 09 | Sep 2022 www.irjet.net p-ISSN: 2395-0072

[6] United Nations, 2014. World Urbanization Prospects, NewYork:UnitedNations.

[7] Carrington, Damian; Slezak, Michael; The Guardian, 2016.Februarybreaksglobal temperaturerecordsby 'shocking'amount.

[8] Cox,W.,2009.TRAFFICCONGESTION,TIME,MONEY& PRODUCTIVITY.

[9] Dávila, J. D., 2013. Urban Mobility & Poverty, Lessons from Medellín and Soacha, Colombia. Medellín: Development Planning Unit, UCL & Faculty of Architecture,UniversidadNacionaldeColombia.

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[13] Newman,P.&Kenworthy,J.,2011.‘PeakCarUse’: UnderstandingtheDemiseofAutomobileDependence. WorldTransport,Policy&Practice,17(2),p.39.

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[15] O'Connor,R.&Dale,S.,2011.URBANGONDOLAS, AERIAL ROPEWAYSANDPUBLIC TRANSPORTATION: PAST MISTAKES \& FUTURE STRATEGIES, Toronoto: s.n

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