Study on Car Body Tilting System with Link Mechanism : 2nd report, Simultaneous compensation of both lateral acceleration and wheel load fluctuation

2002 ◽  
Vol 2002.11 (0) ◽  
pp. 215-218
Author(s):  
Takeshi Sueki ◽  
Shunsuke Shiomi ◽  
Hidehisa Yoshida ◽  
Masao Nagai
Keyword(s):  
Lateral Acceleration ◽  
Wheel Load ◽  
Car Body ◽  
Link Mechanism ◽  
Load Fluctuation

scholarly journals Study on Car Body Tilting System Using Variable Link Mechanism (Perfect Tilting Condition and Tilting Control)

2004 ◽  
Vol 47 (2) ◽  
pp. 471-476 ◽  
Author(s):  
Masao NAGAI ◽  
Hidehisa YOSHIDA ◽  
Takeshi SUEKI ◽  
Shunsuke SHIOMI
Keyword(s):  
Car Body ◽  
Link Mechanism

scholarly journals Study on the Applicability of Dynamic Stability Evaluation Criteria by Comparison of Trackside Measurement Results of Different Track Structures

2020 ◽  
Vol 10 (22) ◽  
pp. 8245
Author(s):  
Kyuhwan Oh ◽  
Jaeik Lee ◽  
Junhyeok Choi ◽  
Yonggul Park
Keyword(s):  
Dynamic Stability ◽  
Evaluation Method ◽  
Evaluation Criteria ◽  
Railway Track ◽  
Stability Evaluation ◽  
Design Specification ◽  
Wheel Load ◽  
Field Instrumentation ◽  
Load Fluctuation ◽  
Concrete Type

Countries such as Korea adopt design codes, evaluation criteria and specifications from standards originating abroad; this leads to a lack of distinction of the separate applications of dynamic stability evaluation parameters between various track structures of different track moduli. This paper discusses the applicability of the dynamic stability evaluation method of railway track structures by assessing 10 different types of railway track sections of a newly constructed railway operation line (5 ballasted and 5 concrete type track structures) by field instrumentation testing. Parameters of track support stiffness (TSS), wheel load fluctuation, derailment coefficient, and rail displacement are measured. The respective results are first compared to the standard criteria (design specification) and comparisons between the different track types are presented as ratios. Findings show that while all of the tracks satisfy the design specification requirements, each track type measurement result varies by a noticeable degree, particularly when comparing between concrete and ballast type track structures. Results of the study demonstrate that using the same dynamic stability evaluation criteria can lead to an incorrect assessment of the track performance evaluation of track structure, and a separate evaluation parameter for ballasted and concrete track structures is required.

scholarly journals Mastering Model Uncertainty by Transfer from Virtual to Real System

2021 ◽  
pp. 35-44
Author(s):  
Nicolas Brötz ◽  
Manuel Rexer ◽  
Peter F. Pelz
Keyword(s):  
Time Delay ◽  
Model Uncertainty ◽  
Testing Machine ◽  
Base Point ◽  
The Body ◽  
Test Rig ◽  
Wheel Load ◽  
The Real ◽  
Load Fluctuation ◽  
Quarter Car

AbstractTwo chassis components were developed at the Technische Universität Darmstadt that are used to isolate the body and to reduce wheel load fluctuation.The frequency responses of the components were identified with a stochastic foot point excitation in a hardware-in-the-loop (HiL) simulation environment at the hydropulser. The modelling of the transmission behaviour influence of the testing machine on the frequency response was approximately represented with a time delay of $$10\,\mathrm {ms}$$ 10 ms in the frequency range up to $$25\,\mathrm {Hz}$$ 25 Hz . This is considered by a Padé approximation. It can be seen that the dynamics of the testing machine have an influence on the wheel load fluctuation and the body acceleration, especially in the natural frequency of the unsprung mass. Therefor, the HiL stability is analysed by mapping the poles of the system in the complex plane, influenced by the time delay and virtual damping.This paper presents the transfer from virtual to real quarter car to quantify the model uncertainty of the component, since the time delay impact does not occur in the real quarter car test rig. The base point excitation directly is provided by the testing machine and not like in the case of the HiL test rig, the compression of the spring damper calculated in the real-time simulation.

Influence of Tire Characteristic Properties on the Vehicle Lateral Transient Response

1995 ◽  
Vol 23 (2) ◽  
pp. 72-95 ◽  
Author(s):  
C. Schröder ◽  
S. Chung
Keyword(s):  
Transient Response ◽  
Evaluation Method ◽  
Lateral Acceleration ◽  
Steering Wheel ◽  
Wheel Load ◽  
Vehicle Handling ◽  
Pulse Input ◽  
Simulation Techniques ◽  
Parameter Evaluation ◽  
Model Frequency

Abstract This paper summarizes results from a recent program of tire-vehicle system research, using simulation techniques to identify the influence of tire characteristics on the vehicle response functions of yaw rate and lateral acceleration. Tire characteristics such as cornering stiffness, cornering stiffness-wheel load dependency, self-aligning torque, and dynamic tire behavior were varied with respect to a control tire. Computer simulations of vehicles undergoing a steering wheel pulse input were carried out using ADAMS full vehicle models and the Magic Formula tire model. Frequency responses were obtained from these vehicle handling simulations. The Four Parameter Evaluation Method of Lateral Transient Response was used to judge the vehicle handling performance. The influences of tire characteristic properties on the vehicle lateral transient response are explained by this method.

scholarly journals Comparative Study of Wheel–Rail Contact Impact Force for Jointed Rail and Continuous Welded Rail on Light-Rail Transit

2020 ◽  
Vol 10 (7) ◽  
pp. 2299
Author(s):  
Jung-Youl Choi ◽  
Sang-Won Yun ◽  
Jee-Seung Chung ◽  
Sun-Hee Kim
Keyword(s):  
Impact Factor ◽  
Field Measurement ◽  
Test Section ◽  
Impact Force ◽  
Field Measurements ◽  
Light Rail ◽  
Rail Transit ◽  
Wheel Load ◽  
Load Fluctuation ◽  
Contact Impact

In this study, the measured track impact factor induced by the wheel–rail contact impact force of each test section (two continuous welded rails on slab tracks and rail joint on a ballasted track) was compared with the design track impact factor under service conditions of a curved light-rail transit system. The measured track impact factor (TIF) was estimated from the measured dynamic wheel load and vertical rail displacement at each test section. In the case of the rail joint section, the rail joint was found to directly affect the track impact factor. Moreover, the dynamic wheel load fluctuation and vertical rail displacement were found to be significantly greater than those of the continuous welded rails (CWRs) on slab tracks. In addition, vertical rail displacements were measured by field measurement and finite element analysis (FEA) was conducted to simulate dynamic wheel load on the jointed rail. Using the field measurements, the rate of dynamic wheel load fluctuation and the TIF were calculated for the CWR and rail joint sections. Subsequently, the calculated TIF values were analytically validated through a comparison with the measured vertical rail displacement, the results of FEA, and the designed TIF for rail joints and CWRs. Finally, the TIF measured by field measurement was compared with the result predicted by FEA. The difference between the results of field measurements and FEA for vertical rail displacement was within approximately 4%.

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