Railway carriage simulation model to study the influence of vertical secondary suspension stiffness on ride comfort of railway carbody

2011 ◽  
Vol 225 (6) ◽  
pp. 1349-1359 ◽  
Author(s):  
K H A Abood ◽  
R A Khan
Keyword(s):  
Mathematical Model ◽  
Dynamic Response ◽  
Simulation Model ◽  
Lateral Displacement ◽  
Vertical Displacement ◽  
Roll Angle ◽  
Spring Stiffness ◽  
Passenger Comfort ◽  
Secondary Suspension ◽  
Yaw Angle

A mathematical model of a railway carriage moving on tangent tracks is constructed by deriving the equations of motion concern the model in which single-point and two-point wheel–rail contacts are considered. The presented railway carriage model comprises front and rear simple conventional bogies with two leading and trailing wheelsets attached to each bogie. The railway carriage is modeled using 31 degrees of freedom which govern vertical displacement, lateral displacement, roll angle, and yaw angle dynamic response of wheelset, whereas vertical displacement, lateral displacement, roll angle, pitch angle, and yaw angle dynamic response carbody and each of the two bogies were also studied. Linear stiffness and damping parameters of longitudinal, lateral, and vertical primary and secondary suspensions are provided to the railway carriage model. Combination of linear Kalker’s theory and non-linear Heuristic model is adopted to calculate the creep forces introduced at wheel and rail contact patch area. Computer-aided simulation is constructed to solve the governing differential equations of the mathematical model using Runge–Kutta fourth-order method. Principle of limit cycle and phase plane approach is applied to realize the stability and evaluate the concerning critical hunting velocity at which the railway carriage starts to hunt. The numerical simulation model is used to study the influence of vertical secondary suspension spring stiffness on the ride passenger comfort of railway carbody at speeds below and at critical hunting velocity. High magnitudes of vertical secondary spring stiffness suspension introduce undesirable roll and yaw dynamic responses in which affect ride passenger comfort at critical hunting velocity.

scholarly journals Dynamic Response of Railway Bogie Due to Change in Vertical Primary Suspension Stiffness Parameters

2011 ◽  
Vol 5 (1) ◽  
pp. 19
Author(s):  
Karim H. Ali Abood ◽  
R. A. Khan
Keyword(s):  
Mathematical Model ◽  
Dynamic Response ◽  
Lateral Displacement ◽  
Single Point ◽  
Vertical Displacement ◽  
Roll Angle ◽  
Dynamic Responses ◽  
Model Combination ◽  
Suspension Stiffness ◽  
Yaw Angle

A mathematical model of a railway carriage moving on tangent tracks is constructed by deriving the equations of motion concerning the model in which single-point and two-point wheel-rail contact is considered. The presented railway carriage model comprises of carbody and front and rear simple conventional bogie with two leading and trailing wheelets attached to each bogie. The railway carriage is modeled by 31 degrees of freedom which govern vertical displacement, lateral displacement, roll angle and yaw angle dynamic response of wheelset whereas vertical displacement, lateral displacement, roll angle, pitch angle and yaw angle dynamic response of carbody and each of the two bogies. Linear stiffness and damping parameters of longitudinal, lateral and vertical primary and secondary suspensions are provided to the railway carriage model. Combination of linear Kalker's theory and nonlinear Heuristic model is adopted to calculate the creep forces in which introduced at wheel and rail contact patch area. Computer aided-simulation is constructed to solve the governing differential equations of the mathematical model using Runge-Kutta fourth order method. Principle of limit cycle and phase plane approach is applied to realize the stability and to evaluate the concerning critical hunting velocity at which railway carriage starts to hunt. Numerical simulation model is used to study the dynamic responses of a railway carriage bogie subjected to specific parameters of wheel conicity and primary suspension characteristics. A comparison to study the sensitivity of railway carriage bogie to dynamic responses is also presented at different vertical primary suspension stiffness parameters.

Derailment Analysis of Tilting Railway Vehicles with Wind Loads

2012 ◽  
Vol 488-489 ◽  
pp. 1252-1256
Author(s):  
Yung Chang Cheng ◽  
Chin Te Hsu ◽  
Te Wen Tu ◽  
Chern Hwa Chen ◽  
Meng Ju Tsai
Keyword(s):  
Lateral Displacement ◽  
Equations Of Motion ◽  
Vertical Displacement ◽  
Roll Angle ◽  
Wind Loads ◽  
Car Body ◽  
Vehicle System ◽  
Tilting Train ◽  
Yaw Angle ◽  
Train System

In this article, equations of motion of tilting vehicle system, considering the lateral displacement, roll angle and yaw angle of each wheelset, the lateral displacement, vertical displacement, roll angle and yaw angle of the truck frame and the car body, are derived. The tilting vehicle system is modeled by a tilting train system with 24 degree-of-freedom (24-DOF) system traveling on curved tracks. Considering the cross-wind forces acting on the car body in the lateral, vertical and roll directions, the influences of the vehicle speeds on derailment quotients are investigated. Additionally, the effects of the vehicle speeds on the derailment quotients are presented and compared with wind loads and the various tilting angles.

Derailment Analysis of High-Speed Railway Vehicle Bogies

2011 ◽  
Vol 110-116 ◽  
pp. 186-195 ◽  
Author(s):  
Yung Chang Cheng ◽  
Chern Hwa Chen ◽  
Che Jung Yang
Keyword(s):  
High Speed ◽  
Lateral Displacement ◽  
Vertical Displacement ◽  
Creep Model ◽  
Railway Vehicle ◽  
Vehicle Speed ◽  
Nonlinear Creep ◽  
Bogie Frame ◽  
Suspension Parameters ◽  
Yaw Angle

Based on the heuristic nonlinear creep model, the nonlinear coupled differential equations of the motion of a 12 degree-of-freedom (12-DOF) bogie system which takes account of the lateral displacement, vertical displacement, the roll angle and the yaw angle of the each wheelset and the bogie frame, moving on curved tracks are derived. The nonlinear creep forces and moments are constructed via the saturation constant of the nonlinear creep model in completeness. The effect of the suspension parameters of a bogie system on the derailment quotient is investigated. Results obtained in this study show that the derailment quotient of a bogie system increases as the vehicle speed increases. In addition, the derailment quotient of a bogie system is generally decreased with the increasing values of suspension parameters.

Dynamic Analysis for Derailment Safety of High-Speed Railway Vehicle Bogies

2011 ◽  
Vol 199-200 ◽  
pp. 239-242
Author(s):  
Chern Hwa Chen ◽  
Yung Chang Cheng ◽  
Shun Chin Yang ◽  
Yuh Yi Lin ◽  
Cheng Hsin Chang ◽  
...  
Keyword(s):  
High Speed ◽  
Lateral Displacement ◽  
Vertical Displacement ◽  
Creep Model ◽  
Railway Vehicle ◽  
Vehicle Speed ◽  
Nonlinear Creep ◽  
Suspension Parameters ◽  
Derailment Safety ◽  
Yaw Angle

Based on the heuristic nonlinear creep model, the nonlinear coupled differential equations of the motion of a 12 degree-of-freedom (12-DOF) bogie system which takes account of the lateral displacement, vertical displacement, the roll angle and the yaw angle of the each wheelset and the bogie frame, moving on curved tracks are derived. The nonlinear creep forces and moments are constructed via the saturation constant of the nonlinear creep model in completeness. The effect of the suspension parameters of a bogie system on the derailment quotient is investigated. Results obtained in this study show that the derailment quotient of a bogie system increases as the vehicle speed increases. In addition, the derailment quotient of a bogie system is generally decreased with the increasing values of suspension parameters.

Parametric Analysis of Ride Comfort for Tilting Railway Vehicles Running on Irregular Curved Tracks

2016 ◽  
Vol 16 (09) ◽  
pp. 1550056 ◽  
Author(s):  
Yung-Chang Cheng ◽  
Chin-Te Hsu
Keyword(s):  
Ride Comfort ◽  
Lateral Displacement ◽  
Equations Of Motion ◽  
Roll Angle ◽  
Creep Model ◽  
Railway Vehicle ◽  
Vehicle Speed ◽  
Nonlinear Creep ◽  
Rail Irregularities ◽  
Yaw Angle

The ride comfort of a tilting railway vehicle moving on curved tracks with rail irregularities is studied. Using the nonlinear creep model and Kalker's linear theory, the governing differential equations of motion for a tilting railway vehicle running on irregular tracks are first derived. The tilting railway vehicle is modeled by a 27 degree-of-freedom (DOF) car system, considering the lateral displacement, vertical displacement, roll angle and yaw angle of both the wheelsets and bogie frames, as well as the lateral displacement, roll angle and yaw angle of the car body. Based on the international standard ISO 2631-1, the effect of vehicle speed on the ride comfort index of the tilting vehicle is investigated for various tilting angles, using both linear and nonlinear creep models, and various radii of curved tracks, as well as for various suspension parameters. Finally, the ride comfort indices computed with rail irregularities are found to be higher than those with no rail irregularities, indicating that the effect of rail irregularities on the ride comfort of a tilting vehicle cannot be disregarded in practice.

A co-simulation method for the analysis of train running performance on a sea-crossing bridge in crosswind environment

2020 ◽  
pp. 136943322095683
Author(s):  
Pin Liu ◽  
Shengai Cui ◽  
Chen Guo ◽  
Enqi Cui ◽  
Bing Zhu
Keyword(s):  
Dynamic Response ◽  
Lateral Displacement ◽  
Simulation Method ◽  
Vertical Displacement ◽  
Response Analysis ◽  
Coupled Vibration ◽  
Double Line ◽  
Multi Body ◽  
Train Safety ◽  
Bridge System

When a train crosses a bridge in a crosswind environment, the coupled vibration problem of the train-bridge system becomes prominent, and train safety and riding comfort are difficult to guarantee. Therefore, using the Pingtan Strait bridge in China as a case study, a co-simulation platform for the train-bridge system coupled vibration in crosswind environments was established based on computational fluid dynamics, finite element method, and the multi-body system dynamics. Based on this platform, dynamic response analysis of the train-bridge system was performed at different wind and train speeds. The results indicate that the dynamic response of the train and bridge under double-line conditions is greater than that under single-line conditions. With an increase in wind speed, the mid-span vertical displacement of the bridge changes little, while the lateral displacement increases significantly. Meanwhile, with increasing wind and train speeds, the train dynamic indexes obviously increase. Moreover, the dynamic index of the head car is the largest among all the train sections.

Nonlinear Analysis on Hunting Stability for High-Speed Railway Vehicle Trucks on Curved Tracks

2004 ◽  
Vol 127 (4) ◽  
pp. 324-332 ◽  
Author(s):  
Sen-Yung Lee ◽  
Yung-Chang Cheng
Keyword(s):  
High Speed ◽  
Lateral Displacement ◽  
Vertical Displacement ◽  
Degree Of Freedom ◽  
Creep Model ◽  
Railway Vehicle ◽  
Nonlinear Creep ◽  
Hunting Stability ◽  
Six Degree Of Freedom ◽  
Yaw Angle

Based on the heuristic nonlinear creep model, the nonlinear coupled differential equations of the motion of a ten-degree-of-freedom truck system, considering the lateral displacement, the vertical displacement, the roll and yaw angles of the each wheelset, and the lateral displacement and yaw angle of the truck frame, moving on curved tracks, are derived in completeness. To illustrate the accuracy of the analysis, the limiting cases are examined. The influences of the suspension parameters, including those losing in the six-degree-of-freedom system, on the critical hunting speeds evaluated via the linear and nonlinear creep models, respectively, are studied and compared.

scholarly journals Attitude Measurement of Special Aircraft Based on Geomagnetic and Angular Velocity Sensors

2020 ◽  
Vol 2020 ◽  
pp. 1-8
Author(s):  
Zhang Pingan ◽  
Wang Wei ◽  
Gao Ming ◽  
Che Jinli
Keyword(s):  
Mathematical Model ◽  
Angular Velocity ◽  
Pitch Angle ◽  
Roll Angle ◽  
Trajectory Data ◽  
Angle Error ◽  
Attitude Test ◽  
Blind Area ◽  
Yaw Angle ◽  
The Mathematical Model

Aiming at the problem of attitude test of special aircraft in flight, the combined test technology of geomagnetic sensor and angular velocity sensor is studied. The mathematical model of special aircraft roll attitude test based on combined measurement is established. The error models of special aircraft roll angle based on yaw angle input and pitch angle input are derived, respectively, and based on the actual flight trajectory data of aircraft, the mathematical model of special aircraft roll attitude test is established The simulation results show that the roll angle error input by yaw angle is between -0.4° and 0.9°, while the roll angle error input by pitch angle is between -0.4° and 1.2°, which shows that the calculation accuracy of roll angle input by yaw angle is higher, and the existence of magnetic measurement blind area is verified. In this paper, the method of judging the blind area of geomagnetic survey and the algorithm model of eliminating the influence of blind area are proposed.

scholarly journals Modelling and Sensitivity Analysis of Influencing Parameters in Displacement of Dynamic Bodies

2021 ◽  
Vol 06 (05) ◽  
Author(s):  
Yokesh K.S ◽  
Keyword(s):  
Dynamic Characteristics ◽  
Vertical Displacement ◽  
Suspension System ◽  
Damping Coefficient ◽  
Vehicle Body ◽  
Dominant Factor ◽  
Spring Stiffness ◽  
Variation Of Parameters ◽  
Important Challenge ◽  
Influencing Parameters

The mathematical modelling in relation to the Six-degree freedom system of train suspension is developed and simulated for their dynamic characteristics. The important challenge in the suspension system is vertical displacement obtained from the vehicle body. To reduce vertical displacement, an analysis of the model is done by variation of parameters such as stiffness of spring and damping coefficient. The model has been created by deriving the equations of a system using Newton’s law. The developed model has the potential to analyse the dynamic characteristics of the suspension system for both displacement of the vehicle body and displacement of the wheel. The outcome of this research revealed that Secondary spring stiffness is the most dominant factor to influence the displacement of the vehicle body; Primary damping coefficient is the most dominant factor to influence displacement of the wheel.

scholarly journals The Gujarat, West India, earthquake (Jan 26th 2001). A geodynamic event in an intraplate compressional regime?

2001 ◽  
Vol 34 (4) ◽  
pp. 1405
Author(s):  
Γ. Δ. ΔΑΝΑΜΟΣ ◽  
Ε. Λ. ΛΕΚΚΑΣ ◽  
Σ. Γ. ΛΟΖΙΟΣ
Keyword(s):  
Large Scale ◽  
Lateral Displacement ◽  
Indian Subcontinent ◽  
Plate Boundary ◽  
Horizontal Displacement ◽  
Vertical Displacement ◽  
Lateral Spreading ◽  
Tectonic Deformation ◽  
Epicentral Area ◽  
Surface Ruptures

The Jan. 26, 2001, Ms=7.7 earthquake occurred in Gujarat region of W. India, which lies 200-400 Km away from the active plate boundary zone, between the Indian subcontinent and the Asian plate, along the India-Pakistan border and the Himalayan belt. An Ms=7.7±0.2 earthquake also occurred in the same region in 1819. A zone of co-seismic E-W surface ruptures, 30-40 Km long and 15-20 Km wide, observed near the epicentral area and seems to be associated with pre-existing reverse faults and thrust folds, which were partially reactivated during the recent earthquake. Except the reverse vertical displacement a significant right lateral displacement was also observed along these E-W surface ruptures. This Ms=7.7 seismic event has been also accompanied by a large scale flexural-slip folding, as the absence of significant co-seismic fault displacement and fault scarp shows. This type of compressional tectonic deformation is also confirmed by the focal mechanism of the earthquake and the seismo-tectonic "history" of the area. The NW-SE open cracks, also observed along the same zone, are associated with the right lateral horizontal displacement of the reactivated fault (or branch faults) and the development of local extensional stress field in the huge anticlinic hinges of the co-seismic flexural-slip folds. A large number of ground ruptures, failures and open cracks are also associated with extensive sand boils, liquefaction phenomena and lateral spreading.

Sign in / Sign up

Export Citation Format

Share Document