Adaptive Mechatronic Suspension of Railway Vehicles: Focus on Lateral Dynamics

2003 ◽  
Author(s):  
Włodzimierz Choroman´ski ◽  
Jerzy Kisilowski
Keyword(s):  
Computer Control ◽  
Control Unit ◽  
Railway Vehicle ◽  
Fuzzy Controllers ◽  
Railway Vehicles ◽  
Lateral Dynamics ◽  
Suspension Parameters ◽  
The Subject ◽  
Curved Track ◽  
Classic Solution

The subject of research in this work are models of railway bogies with so-called mechatronic suspension. The author presents concepts of the railway bogies construction in which the suspension parameters are controlled electronically by a computer control unit. The main purpose of the control is to stabilise the motion of the railway vehicle on the straight track and to ensure good guiding features on curved track. In the case of the classic solution for railway bogies a simultaneous fulfilment of both requirements imposes a contradictory requirement on the suspension parameters. It seems that a mechatronic suspension which has adaptively changeable parameters can overcome these difficulties. The authors propose fuzzy controllers to the synthesis of the control unit.

Effect of wind gusts on the dynamics of railway vehicles running on a curved track

2017 ◽  
Vol 232 (4) ◽  
pp. 1103-1120 ◽  
Author(s):  
Wonhee You ◽  
Hyukbin Kwon ◽  
Joonhyuk Park ◽  
Yujeong Shin
Keyword(s):  
Dynamic Characteristics ◽  
Wind Tunnel Test ◽  
Simulation Software ◽  
Scale Model ◽  
Railway Vehicle ◽  
Wind Gust ◽  
Railway Vehicles ◽  
Wind Gusts ◽  
Pitch Moment ◽  
Curved Track

Due to global warming, there is an increasing number of wind gusts that affect the stability of railway vehicles. A railway vehicle running on a curved track during a wind gust is subjected to multiple forces simultaneously, which include the centrifugal force and forces exerted by the wind gust and cant, and they significantly affect the vehicle’s dynamic characteristics as well as its safety. The forces increase the vibration of carbodies and the risk of derailment and overturning of cars; the effect is worse on irregular tracks. In order to review the phenomenon in detail, a 1/20 scale model of a railway vehicle was built to measure the aerodynamic coefficients in five directions—side force, lift force, roll moment, pitch moment, and yaw moment—through a wind tunnel test. The data collected were applied as external forces to a full-scale railway vehicle model traveling on a curved track. Using a multibody simulation software program, SIMPACK, a railway vehicle was modeled, which was then used in the simulation of the dynamic characteristics and safety of vehicles while traveling on a curved track during a wind gust. Using the actual measured track data from the curved zone, a comparison was made on the dynamic characteristics of the car traveling, with and without a wind gust, on a curved track with a railway curve radius of 599 m; also, the difference was analyzed with the direction of the wind gust blowing from inside and toward the center of curvature. The results showed that in the presence of a wind gust blowing from outside the curvature with an average speed of 25 m/s it is advisable to stop train services on grounds of safety.

scholarly journals Simulation of Energy Absorption Performance of the Couplers in Urban Railway Vehicles during a Heavy Collision

Machines ◽  
2021 ◽  
Vol 9 (5) ◽  
pp. 91
Author(s):  
Sunghyun Lim ◽  
Yong-hyeon Ji ◽  
Yeong-il Park
Keyword(s):  
Reaction Force ◽  
Crash Test ◽  
Railway Vehicle ◽  
Buffer System ◽  
Railway Vehicles ◽  
Hydraulic Shock Absorber ◽  
Coupling Buffer ◽  
Absorption Performance ◽  
Different Characteristics ◽  
The Impact

Railway vehicles are generally operated by connecting several vehicles in a row. Mechanisms connecting railway vehicles must also absorb front and rear shock loads that occur during a train’s operation. To minimize damage, rail car couplers are equipped with a buffer system that absorbs the impact of energy. It is difficult to perform a crash test and evaluate performance by applying a buffer to an actual railway vehicle. In this study, a simulation technique using a mathematical buffer model was introduced to overcome these difficulties. For this, a model of each element of the buffer was built based on the experimental data for each element of the coupling buffer system and a collision simulation program was developed. The buffering characteristics of a 10-car train colliding at 25 km/h were analyzed using a developed simulator. The results of the heavy collision simulation showed that the rubber buffer was directly connected to the hydraulic shock absorber in a solid contact state, and displacement of the hydraulic buffer hardly occurred despite the increase in reaction force due to the high impact speed. Since the impact force is concentrated on the vehicle to which the collision is applied, it may be appropriate to apply a deformation tube with different characteristics depending on the vehicle location.

On the Planning and Construction of Railway Curved Track

2021 ◽  
Vol 13 (2) ◽  
Author(s):  
Sono Bhardawaj ◽  
Rakesh Chandmal Sharma ◽  
Sunil Kumar Sharma ◽  
Neeraj Sharma
Keyword(s):  
High Speed ◽  
Time Derivative ◽  
Railway Track ◽  
Lateral Acceleration ◽  
Transition Curve ◽  
Railway Vehicle ◽  
Geometric Conditions ◽  
Curve Track ◽  
Curved Track ◽  
Transition Curves

Increasing demand for railway vehicle speed has pushed the railway track designers to develop high-quality track. An important measure of track quality is the character of the transition curve track connecting different intersecting straight tracks. A good transition curve track must be able to negotiate the intermittent stresses and dynamic effects caused by changes in lateral acceleration at high speed. This paper presents the constructional methods for planning transition curves considering the dynamics of movement. These methods consider the non-compensated lateral acceleration, deviation in lateral acceleration and its higher time derivatives. This paper discusses the laying methods of circular, vertical and transition curves. Key aspects in laying a curved track e.g. widening of gauge on curves are discussed in this paper. This paper also suggests a transition curve which is effective not only from a dynamic point of view considering lateral acceleration and its higher time derivative but also consider the geometric conditions along with the required deflection angle.

Using Parametric Simulation to Optimize Suspension Design

2003 ◽  
Author(s):  
G. Walter Rosenberger ◽  
Peter E. Klauser ◽  
George P. Binns ◽  
Gary P. Wolf
Keyword(s):  
Control Unit ◽  
Cost Effective ◽  
Parameter Analysis ◽  
Ride Quality ◽  
Worst Case ◽  
Suspension Parameters ◽  
History Of ◽  
Vehicle Response ◽  
Stiffness And Damping ◽  
Test Result

A project to design and implement suspension improvements to Amtrak’s F-40 Non-Powered Control Unit (NPCU) cars is described. The cars, built from former F-40 locomotives, had a history of poor ride quality. Rail Sciences Inc. (RSI) inspected one of the cab cars and measured its ride quality. Peter Klauser modeled the vehicle in NUCARS™ and validated the model against the test data. The vehicle response was primarily in pitch and bounce modes. To optimize the suspension, Klauser simulated vehicle response for a range of four suspension parameters: primary stiffness and damping, and secondary stiffness and damping. Nearly 2600 suspension combinations were considered. Simulation file setup and data analysis were performed automatically using parameter analysis software interacting with NUCARS™. The result was a five-dimensional response contour for each output variable, such as the engineer’s seat vertical and lateral accelerations, and car body acceleration. The most cost effective stiffness and damping parameters were selected from the response contour and translated into component specifications. RSI then provided Amtrak with new axle box springs and dampers, and re-tested the vehicle. The test result closely followed the predicted results from the simulation. Engineer’s seat vertical and cab lateral accelerations improved by 42% and 32% respectively for the worst-case conditions in the test territory.

Mechatronic Suspension of Railway Vehicles -Focus on Lateral Dynamics

1998 ◽  
Vol 29 (sup1) ◽  
pp. 521-537
Author(s):  
WŁODZIMIERZ CHOROMAŃSKI
Keyword(s):  
Railway Vehicles ◽  
Lateral Dynamics

scholarly journals A new vertical dynamic model for railway vehicle with passenger-train-track coupling vibration

2019 ◽  
Vol 234 (1) ◽  
pp. 134-146
Author(s):  
Yuewei Yu ◽  
Leilei Zhao ◽  
Changcheng Zhou
Keyword(s):  
Dynamic Model ◽  
Railway Vehicle ◽  
Train Track ◽  
Passenger Train ◽  
Railway Vehicles ◽  
Vertical Coupling ◽  
Track System ◽  
Coupling Dynamic ◽  
Train System ◽  
Coupling Dynamic Model

In order to further reveal the vertical random vibration characteristics of railway vehicles, using the system engineering method, taking the passenger, the train system, and the track system (ballast track) as a unified whole, a passenger-train-track vertical coupling dynamic model is established, and the vibration differential equations of the model are derived. In the model, passengers are regarded as a single-degree-of-freedom system attached to the bottom of the carriage, the train system is represented as a 10-degree-of-freedom multi-rigid body model, the track system is regarded as the infinite long Euler beam model with three layers of continuous elastic point support, and the Hertz nonlinear elastic contact theory is applied to the wheel and rail coupling relationship. Based on this, the time-domain numerical solution of the passenger-train-track vertical coupling dynamic model is given by using Newmark- β implicit integration algorithm, and the correctness of the model is verified by the real vehicle test. This study can provide some theoretical basis for the design of railway vehicles and provide fundamentals for the coordinated control and system optimization of railway vehicle ride comfort.

scholarly journals Suspension parameter design of underframe equipment considering series stiffness of shock absorber

2020 ◽  
Vol 12 (5) ◽  
pp. 168781402092264
Author(s):  
Jie Chen ◽  
Yangjun Wu ◽  
Xiaolong He ◽  
Limin Zhang ◽  
Shijie Dong
Keyword(s):  
Simulation Software ◽  
Dynamics Simulation ◽  
Ride Quality ◽  
Railway Vehicle ◽  
Vibration Absorber ◽  
Dynamic Vibration Absorber ◽  
Suspension Parameters ◽  
Dynamic Vibration ◽  
Beam System ◽  
Element Type

In this article, a vertical rigid–flexible coupling model between the vehicle and the equipment is established. Considering the series stiffness of hydraulic shock absorbers, the underframe equipment is like a three-element-type Maxwell model dynamic vibration absorber. The carbody is approximated by an elastic beam and the three-element-type dynamic vibration absorber for general beam system was studied by fixed-point theory. The analytical solution of the optimal suspension parameters for the beam system subjected to harmonic excitation is obtained. The dynamic vibration absorber theory is applied to reduce the resonance of the carbody and to design the suspension parameters of the underframe equipment accordingly. Then, the railway vehicle model was established by multi-body dynamics simulation software, and the vibration levels of the vehicle at different speeds were calculated. A comparative analysis was made between the vehicles whose underframe equipment was suspended by the three-element-type dynamic vibration absorber model and the Kelvin–Voigt-type dynamic vibration absorber model, respectively. The results show that, compared with the vehicle whose underframe equipment is suspended by the Kelvin–Voigt-type dynamic vibration absorber model, the vehicle whose underframe equipment is suspended by the three-element-type dynamic vibration absorber model can achieve a much better ride quality and root mean square value of the vibration acceleration of the carbody. The carbody elastic vibration can be reduced and the vehicle ride quality can be improved effectively using the designed absorber.

Hunting Stability Analysis of a New High-Speed Railway Vehicle Model Moving on Curved Tracks

2007 ◽  
Author(s):  
Yung-Chang Cheng ◽  
Sen-Yung Lee
Keyword(s):  
High Speed ◽  
Degrees Of Freedom ◽  
Lateral Displacement ◽  
Creep Model ◽  
Railway Vehicle ◽  
Nonlinear Creep ◽  
Car Body ◽  
Suspension Parameters ◽  
Virtual Boundary ◽  
Hunting Stability

A new dynamic model of railway vehicle moving on curved tracks is proposed. In this new model, the motion of the car body is considered and the motion of the tuck frame is not restricted by a virtual boundary. Based on the heuristic nonlinear creep model, the nonlinear coupled differential equations of the motion of a fourteen degrees of freedom car system, considering the lateral displacement and the yaw angle of the each wheelset, the truck frame and the car body, moving on curved tracks are derived in completeness. To illustrate the accuracy of the analysis, the limiting cases are examined. In addition, the influences of the suspension parameters on the critical hunting speeds evaluated via the linear and the nonlinear creep models respectively are studied. Furthermore, the influences of the suspension parameters on the critical hunting speeds evaluated via the fourteen degrees of freedom car system and the six degrees of freedom truck system, which the motion of the tuck frame is restricted by a virtual boundary, are compared.

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