scholarly journals Stabilization Control for Hunting Motion of Railway Vehicle by Gyroscopic Damper (Experimental Analysis Using 1/10 Scale Vehicle Model)

2008 ◽  
Vol 74 (738) ◽  
pp. 235-241 ◽  
Author(s):  
Hirokazu OKAMOTO ◽  
Manabu KOTANI ◽  
Shihpin LIN ◽  
Hiroshi YABUNO ◽  
Yoshihiro SUDA
Keyword(s):  
Experimental Analysis ◽  
Railway Vehicle ◽  
Vehicle Model ◽  
Stabilization Control ◽  
Hunting Motion

Stabilization Control of Hunting Motion of Railway Vehicle Wheelset Using Gyroscopic Damper

2008 ◽  
Vol 14 (1-2) ◽  
pp. 209-230 ◽  
Author(s):  
Hiroshi Yabuno ◽  
Hirokazu Takano ◽  
Hirokazu Okamoto
Keyword(s):  
Railway Vehicle ◽  
Stabilization Control ◽  
Hunting Motion

scholarly journals Optimisation of polynomial railway transition curves of even degrees

2015 ◽  
Vol 35 (3) ◽  
pp. 71-86 ◽  
Author(s):  
Krzysztof Zboiński ◽  
Piotr Woźnica
Keyword(s):  
Simulation Software ◽  
Lateral Acceleration ◽  
Vehicle Body ◽  
Railway Vehicle ◽  
Vehicle Model ◽  
Vehicle Simulation ◽  
Optimisation Methods ◽  
Advanced Model ◽  
Transition Curves

This paper represents new results obtained by its authors while searching for the proper shape of polynomial railway transition curves (TCs). The search for the proper shape means the evaluation of the curve properties based on chosen dynamical quantities and generation of such shape with use of mathematically understood optimisation methods. The studies presented now and in the past always had got a character of the numerical tests. For needs of this work advanced vehicle model, dynamical track-vehicle and vehicle-passenger interactions, and optimisation methods were exploited. In this software complete rail vehicle model of 2-axle freight car, the track discrete model, and non-linear description od wheel-rail contact are used. That part of the software, being vehicle simulation software, is combined with library optimisation procedures into the final computer programme. The main difference between this and previous papers by the authors are the degrees of examinated polynomials. Previously they tested polynomial curves of odd degrees, now they focus on TCs of 6th, 8th and 10th degrees with and without curvature and superelevation ramp tangence in the TC’s terminal points. Possibility to take account of fundamental demands (corresponding values of curvature in terminal points) concerning TC should be preserved. Results of optimisation are compared both among themselves and with 3rd degree parabola. The aim of present article is to find the polynomial TCs’ optimum shapes which are determined by the possible polynomial configurations. Only one dynamical quantities being the results of simulation of railway vehicle advanced model is exploited in the determination of quality function (QF1). This is: minimum of integral of vehicle body lateral acceleration.

scholarly journals Computation of the Negative Damping Associated to the Hunting Motion of the Railway Wheelset, without Using Geometrical or Tribological Restrictions into the Model

2020 ◽  
Vol 5 (2) ◽  
pp. 210-217
Author(s):  
Barenten Suciu
Keyword(s):  
Characteristic Equation ◽  
Opposite Sign ◽  
Damping Ratio ◽  
Complex Conjugate ◽  
Railway Vehicle ◽  
Real Roots ◽  
Vibration Model ◽  
Hunting Motion ◽  
Negative Damping ◽  
Analytical Expressions

Recently, analytical expressions for the damped natural frequency and damping ratio were proposed for the so-called dynamical hunting, either by assuming that the wheel conicity can be neglected, or by imposing restrictions on the ratio between the lateral and longitudinal creep coefficients, and also, on the ratio of the track span to the yawing diameter. However, instead of a pair of complex conjugate roots, and two real roots, of opposite sign, two pairs of complex conjugate roots were obtained for the characteristic equation. Purpose of this work is to achieve accurate expressions for the damping associated to the hunting motion, without imposing geometrical or tribological limitations into the vibration model, and to evaluate the error on the damping ratio, introduced by the simplified models. Also, nature of the roots of the characteristic equation is discussed, relative to the critical speed of the railway vehicle.

scholarly journals Safety Evaluation of Railway Vehicle against Crosswind Applying a Full-vehicle Model

2013 ◽  
Vol 54 (3) ◽  
pp. 133-138 ◽  
Author(s):  
Yu HIBINO ◽  
Hiroyuki KANEMOTO ◽  
Takayuki SHIMOMURA
Keyword(s):  
Safety Evaluation ◽  
Railway Vehicle ◽  
Vehicle Model ◽  
Full Vehicle

scholarly journals Modelling of the shape of railway transition curves from the point of view of passenger comfort

2021 ◽  
Vol 60 (4) ◽  
pp. 205-217
Author(s):  
Krzysztof Zboiński ◽  
Piotr Woźnica ◽  
Yaroslav Bolzhelarskyi
Keyword(s):  
High Speed ◽  
Point Of View ◽  
Transition Curve ◽  
Optimum Shape ◽  
Railway Vehicle ◽  
Vehicle Model ◽  
Circular Arc ◽  
Passenger Comfort ◽  
Rail Vehicle ◽  
Transition Curves

In the past, railway transition curves were not used. Instead of it, a simple connection of the straight track and circular arc was applied. Nowadays, such simplicity is not allowed due to the increasing vehicle operating velocities. It is mainly visible in the high-speed train lines, where long curves are used. The article aims to develop a new shape of railway transition curves for which passenger travel comfort will be as high as possible. Considerations in this paper concern the polynomials of 9th- and 11th-degrees, which were adopted to the mathematical model of the mentioned shape of curves. The study's authors applied a 2-axle rail vehicle model combined with mathematically understood optimisation methods. The advanced vehicle model can better assign the dynamical properties of railway transition curves to freight and passenger vehicles. The mentioned model was adopted to simulate rail vehicle movement in both cases of the shape of transition curves and the shape of circular arc (for comparison of the results). Passenger comfort, described by European Standard EN 12299, was used as the assessment criterion. The work showed that the method using the 2-axle railway vehicle model combined with mathematically understood optimisation works correctly, and the optimisation of the transition curve shape is possible. The current study showed that the 3rd-degree parabola (the shape of the curve traditionally used in railway engineering) is not always the optimum shape. In many cases (especially for the long curves), the optimum shape of curves is between the standard transition curves and the linear curvature of the 3rd-degree parabola. The new shapes of the railway transition curves obtained when the passenger comfort is taken into account result in new railway transition curves shapes. In the authors' opinion, the results presented in the current work are a novelty in optimisation and the properties assessment of railway transition curves.

scholarly journals Building a Railway Vehicle Model for Hardware-in-the-loop Simulation

2009 ◽  
Vol 50 (4) ◽  
pp. 193-198 ◽  
Author(s):  
Yasutaka MAKI ◽  
Takayuki SHIMOMURA ◽  
Kimiaki SASAKI
Keyword(s):  
Railway Vehicle ◽  
Hardware In The Loop ◽  
Vehicle Model
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