Application of active steering systems for the reduction of rolling contact fatigue on rails

Pérez, Javier Roldán; Stow, Julian; Iwnicki, Simon

doi:10.1080/00423110600883702

Cited by 15 publications

(14 citation statements)

References 5 publications

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“…Refs. (12) and (25), shows that reasonable results can be obtained with the aid of multi-body simulation tools.…”

Section: Advanced Topicsmentioning

confidence: 82%

State-of-the-Art Railway Vehicle Design with Multi-Body Simulation

Weidemann¹

2010

JMTL

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Multi-body simulation is a key method for design, homologation and research of railed vehicles of all kind. Not only the "classic" assessment of the rail-to-wheel forces and running stability but also many other common and advanced tasks can today be handled by multi-body simulation. This paper gives an overview of the multi-body simulation state of the art for the different fields of application, lifecycle steps and user groups in the railway industry, along with some examples of basic and advanced applications and current research topics. The aim of multi-body simulation is to find in a very short time accurate answers to all questions regarding the dynamical behaviour of a mechanical or mechatronic system -even if not every detail of the system is known. It is therefore predestinated for dynamical analyses and variant calculations during the whole product design and lifecycle, including the concept phase. Multi-body simulation, in contrast to finite-element simulation, does not need large calculation effort; MBS software is able to run on every desktop computer or notebook. Calculation times are counted in seconds, minutes or hours. See, e.g., Refs. (31), (32) and (17) for an overview of MBS and its application to vehicle systems. Figure 2: MBS model of a bogie with bodies ("B") and force/torque elements ("F"), each body except the track foundation has 6 degrees of freedomA multi-body system is a mechanical model consisting of separate bodies that are characterised by their mass and inertia properties. They are interconnected by joints, kinematic constraints and force/torque elements. The set of joints and constraints defines the available degrees of freedom (DOF) of the system. The movements within these degrees of freedom are influenced by the force and torque elements, which may use an arbitrary

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“…Refs. (12) and (25), shows that reasonable results can be obtained with the aid of multi-body simulation tools.…”

Section: Advanced Topicsmentioning

confidence: 82%

State-of-the-Art Railway Vehicle Design with Multi-Body Simulation

Weidemann¹

2010

JMTL

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“…The implementation of active primary suspension is expected to produce greater monetary benefits than active secondary suspension due to its relation to the wheel-rail contact. The wear between wheel and rail will be significantly reduced and rolling contact fatigue tends to be improved, contributing to cost saving for both vehicles and infrastructures [91]. The wheelsets can be generally classified into two types according to their mechanical structures: Solid-axle wheelsets and independently rotating wheels.…”

Section: Active Primary Suspension 51 Solid-axle Wheelsets Versus Inmentioning

confidence: 99%

Active suspension in railway vehicles: a literature survey

Giossi

Persson

et al. 2020

Rail. Eng. Science

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Since the concept of active suspensions appeared, its large possible benefits has attracted continuous exploration in the field of railway engineering. With new demands of higher speed, better ride comfort and lower maintenance cost for railway vehicles, active suspensions are very promising technologies. Being the starting point of commercial application of active suspensions in rail vehicles, tilting trains have become a great success in some countries. With increased technical maturity of sensors and actuators, active suspension has unprecedented development opportunities. In this work, the basic concepts are summarized with new theories and solutions that have appeared over the last decade. Experimental studies and the implementation status of different active suspension technologies are described as well. Firstly, tilting trains are briefly described. Thereafter, an indepth study for active secondary and primary suspensions is performed. For both topics, after an introductory section an explanation of possible solutions existing in the literature is given. The implementation status is reported. Active secondary suspensions are categorized into active and semi-active suspensions. Primary suspensions are instead divided between acting on solid-axle wheelsets and independently rotating wheels. Lastly, a brief summary and outlook is presented in terms of benefits, research status and challenges. The potential for active suspensions in railway applications is outlined.

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“…J and λ reflect mechanical features rotor inertia and rotor damping, respectively. For the fixed-displacement pump model, with the assumption of no friction torque and flow leakage, the pressure gain P between two ports of the pump can be calculated according to Equation (5).…”

Section: Modelling Of Actuation Systemmentioning

confidence: 99%

“…Apart from the servo-motor and pump, the hydraulic parts of the EHA share the similar components and parameters with the HSA model. According to Equations (1), (4) and (5), the actuator can be designed to produce the desired maximum actuation force. The parameters adopted for the EHA are listed in Table 2. (3) Simulation test for HSA and EHA models Before the integration of the actuation system and vehicle dynamics model, simulation is performed to test the behaviours of HSA and EHA models, where one side of the actuator is mounted on a fixed point and the other side is connected in series with a spring.…”

Section: Modelling Of Actuation Systemmentioning

confidence: 99%

“…Active steering, as a main concept in active suspension, is particularly attractive from the point of view of the cost-benefit ratio as relevant benefits can be achieved not only in terms of reducing wheel and rail wear, but also in terms of reducing rolling contact fatigue [5]. As a result, the life cycle of vehicle and track system will be prolonged and a great amount of maintenance cost can be saved.…”

Section: Introductionmentioning

confidence: 99%

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