scholarly journals Prevention of Carbody Vibration of Railway Vehicles due to Rotation of Imbalanced Wheelsets and Validation Using Full Scale Vehicles

2011 ◽  
Vol 77 (780) ◽  
pp. 3078-3093 ◽  
Author(s):  
Takahiro TOMIOKA ◽  
Tadao TAKIGAMI ◽  
Manabu YAMANOKUCHI ◽  
Yoshiyuki HIGASHI ◽  
Kazuma SUZUKI
Keyword(s):  
Full Scale ◽  
Railway Vehicles

Full Scale Roller Rig Simulation for Railway Vehicles

2021 ◽  
pp. 346-357
Author(s):  
S. J. Ma ◽  
W. H. Zhang ◽  
D. X. Chen ◽  
J. Zeng
Keyword(s):  
Full Scale ◽  
Railway Vehicles ◽  
Roller Rig

scholarly journals Evaluation of coupled finite element/meshfree method for a robust full-scale crashworthiness simulation of railway vehicles

2016 ◽  
Vol 8 (4) ◽  
pp. 168781401664295 ◽  
Author(s):  
Zhao Tang ◽  
Feng Jia Liu ◽  
Shi Hui Guo ◽  
Jian Chang ◽  
Jian Jun Zhang
Keyword(s):  
Finite Element ◽  
Meshfree Method ◽  
Full Scale ◽  
Railway Vehicles

FULL SCALE ROLLER RIG SIMULATION FOR RAILWAY VEHICLES

1994 ◽  
Vol 23 (sup1) ◽  
pp. 346-357 ◽  
Author(s):  
S. J. MA ◽  
W. H. ZHANG ◽  
G. X. CHEN ◽  
J. ZENG
Keyword(s):  
Full Scale ◽  
Railway Vehicles ◽  
Roller Rig

Full-Scale Crash Testing Facilities for a Railway Vehicle

2012 ◽  
Author(s):  
Jin Sung Kim ◽  
Hyun Seung Jung ◽  
Tae Soo Kwon ◽  
Won Mok Choi ◽  
Seung Wan Son
Keyword(s):  
High Speed ◽  
Impact Test ◽  
Full Scale ◽  
Displacement Sensor ◽  
Crash Test ◽  
Railway Vehicle ◽  
Single Item ◽  
Railway Vehicles ◽  
Crash Testing ◽  
The Impact

KRRI (Korea Railroad Research Institute) has successfully performed several tens of impact tests of crash parts for a railway vehicles. Full-scale crash testing facilities were newly established including a crash barrier, dynamic load cell, high speed DAS (Data Acquisition System), a laser displacement sensor, dummies, a motor car and etc. This paper introduces series of impact test results using full-scale crash testing facilities. The impact test for railway vehicles consists of three categories, i.e. single item tests, module tests and crash structure tests. For single item tests, expansion tubes, composite tubes, collapsible tubes and etc. were tested. For module tests, a crash test of a light collision safety device with an expansion tube and triggering mechanism was performed. For crash structure tests, several full-scale crash tests were performed including front-end and cab structures with or without dummies. The crash testing equipment developed will be able to evaluate the occupant safety as well as the structural crashworthiness of a train.

scholarly journals Full-scale Experiment on the Dynamic Behavior of Railway Vehicles against Heavy Track Vibration

2007 ◽  
Vol 2 (2) ◽  
pp. 419-428 ◽  
Author(s):  
Takefumi MIYAMOTO ◽  
Nobuyuki MATSUMOTO ◽  
Masamichi SOGABE ◽  
Takayuki SHIMOMURA ◽  
Yukio NISHIYAMA ◽  
...  
Keyword(s):  
Dynamic Behavior ◽  
Full Scale ◽  
Railway Vehicles ◽  
Full Scale Experiment ◽  
Scale Experiment

Semi-Active Suspension Systems for Railway Vehicles Based on Magnetorheological Fluid Dampers

2007 ◽  
Author(s):  
D. H. Wang ◽  
W. H. Liao
Keyword(s):  
Suspension System ◽  
Full Scale ◽  
Vehicle Suspension ◽  
Railway Vehicle ◽  
Mr Fluid ◽  
Railway Vehicles ◽  
Suspension Systems ◽  
Secondary Suspension ◽  
Fluid Dampers ◽  
Track Irregularities

In this paper, a seventeen degree-of-freedom (DOF) model for a full scale railway vehicle integrated with the semi-active controlled magnetorheological (MR) fluid dampers in its secondary suspension system is proposed to cope with the lateral, yaw, and roll motions of the car body, trucks, and wheelsets. The governing equation considering the dynamics of the railway vehicle integrated with MR fluid dampers in the secondary suspension system and the dynamics of the rail track irregularities are developed. The Linear Quadratic Gaussion (LQG) control law using the acceleration feedback is adopted, in which the state variables are estimated from the measurable accelerations with a Kalman estimator. In order to evaluate how the performances of the railway vehicle system integrated with the semi-active controlled MR fluid dampers can be improved, the lateral, yaw, and roll accelerations of the car body, trucks, and wheelsets of a full scale railway vehicle integrated with MR fluid dampers, which are controlled (the semi-active) and uncontrolled (the passive on and passive off) respectively, are analyzed under the random track irregularities based on the established governing equations and the modelled track irregularities. The simulation results not only show the control effectiveness of the railway vehicle with the semi-active suspension system based on MR fluid dampers for railway vehicles, but also illustrate that the semi-active railway vehicle suspension system based on MR fluid dampers combines the merits of the passive on and passive off railway vehicle suspension systems.

Relation of Statistically Significant, Abnormal, and Typical WAIS-R VIQ-PIQ Discrepancies to Full Scale IQs

2000 ◽  
Vol 16 (2) ◽  
pp. 107-114 ◽  
Author(s):  
Louis M. Hsu ◽  
Judy Hayman ◽  
Judith Koch ◽  
Debbie Mandell
Keyword(s):  
Graphical Method ◽  
The United States ◽  
Full Scale ◽  
True Score ◽  
Absolute Value ◽  
Normative Population ◽  
The Us ◽  
The Mean ◽  
And Performance ◽  
Quadratic Models

Summary: In the United States' normative population for the WAIS-R, differences (Ds) between persons' verbal and performance IQs (VIQs and PIQs) tend to increase with an increase in full scale IQs (FSIQs). This suggests that norm-referenced interpretations of Ds should take FSIQs into account. Two new graphs are presented to facilitate this type of interpretation. One of these graphs estimates the mean of absolute values of D (called typical D) at each FSIQ level of the US normative population. The other graph estimates the absolute value of D that is exceeded only 5% of the time (called abnormal D) at each FSIQ level of this population. A graph for the identification of conventional “statistically significant Ds” (also called “reliable Ds”) is also presented. A reliable D is defined in the context of classical true score theory as an absolute D that is unlikely (p < .05) to be exceeded by a person whose true VIQ and PIQ are equal. As conventionally defined reliable Ds do not depend on the FSIQ. The graphs of typical and abnormal Ds are based on quadratic models of the relation of sizes of Ds to FSIQs. These models are generalizations of models described in Hsu (1996) . The new graphical method of identifying Abnormal Ds is compared to the conventional Payne-Jones method of identifying these Ds. Implications of the three juxtaposed graphs for the interpretation of VIQ-PIQ differences are discussed.

A Modification of the Payne-Jones Method of Identifying Abnormal Differences in WISC-R Performance and Verbal IQ's

1996 ◽  
Vol 12 (1) ◽  
pp. 27-32 ◽  
Author(s):  
Louis M. Hsu
Keyword(s):  
Full Scale ◽  
True Score ◽  
Verbal Iq ◽  
Score Difference ◽  
The Difference ◽  
And Performance

The difference (D) between a person's Verbal IQ (VIQ) and Performance IQ (PIQ) has for some time been considered clinically meaningful ( Kaufman, 1976 , 1979 ; Matarazzo, 1990 , 1991 ; Matarazzo & Herman, 1985 ; Sattler, 1982 ; Wechsler, 1984 ). Particularly useful is information about the degree to which a difference (D) between scores is “abnormal” (i.e., deviant in a standardization group) as opposed to simply “reliable” (i.e., indicative of a true score difference) ( Mittenberg, Thompson, & Schwartz, 1991 ; Silverstein, 1981 ; Payne & Jones, 1957 ). Payne and Jones (1957) proposed a formula to identify “abnormal” differences, which has been used extensively in the literature, and which has generally yielded good approximations to empirically determined “abnormal” differences ( Silverstein, 1985 ; Matarazzo & Herman, 1985 ). However applications of this formula have not taken into account the dependence (demonstrated by Kaufman, 1976 , 1979 , and Matarazzo & Herman, 1985 ) of Ds on Full Scale IQs (FSIQs). This has led to overestimation of “abnormality” of Ds of high FSIQ children, and underestimation of “abnormality” of Ds of low FSIQ children. This article presents a formula for identification of abnormal WISC-R Ds, which overcomes these problems, by explicitly taking into account the dependence of Ds on FSIQs.

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