New Bogie for German ICE (InterCity Express) Based on BT41

Freitag, C.; Karch, S

doi:10.1243/pime_proc_1994_208_229_02

Cited by 3 publications

(1 citation statement)

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“…25 Test for bogie frame of mountain train are shown in the paper, 26 while for bogie frame of high-speed trains in Zhu et al. 27 Descriptions of the operation tests can be found in the papers, 28,29 while attempts to replace them with virtual testing, e.g. in paper.…”

Section: Introductionmentioning

confidence: 99%

Weight reduction of the train by applying a new construction and testing process of the train car bogie

Lipski

Piotrowski

Mroziński

2017

Proceedings of the Institution of Mechanical Engineers, Part C:

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The algorithms and procedures of the train car bogie design which have been used so far are mainly based on the iterative approach: theoretical modeling—experimental studies of entire structures, until the assumed life is achieved. Such approach usually results in over-designing of the structure and the need for numerous expensive laboratory tests. Depending on the scale and nature of the object, more or less complex research systems are used for that purpose, but in the case of primary structures of the means of transport, usually multi-axial stands are used to apply load variable in time corresponding to the input function adopted in the design process. This approach is very costly, which is mainly caused by a high cost of preparing test objects for fatigue tests and a high cost of fatigue tests performed by using multi-axial testing stands. It should be noted that because of the nature of the fatigue, drawing conclusion on the correctness of the developed structure based on individual trials is associated with a significant uncertainty. Therefore it is often necessary to perform at least a few repetitions of fatigue tests. Thus there is a need to develop the design and testing methodology for complex technical objects such as bogies of railway vehicles, in order to limit the costs of research. The paper presents the proposal of method by which it is possible to optimize weight of railway vehicle bogies while limiting of costs of research by reducing the costs of test objects and the complexity of the test stand.

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Section: Introductionmentioning

confidence: 99%

Weight reduction of the train by applying a new construction and testing process of the train car bogie

Lipski

Piotrowski

Mroziński

2017

Proceedings of the Institution of Mechanical Engineers, Part C:

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The pulsed linear induction motor concept for high-speed trains

Turman¹,

Marder²,

Rohwein³

et al. 1995

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The SERAPHIM (SEgmented RAil PHased Induction Motor) concept is a linear induction motor concept which uses rapidly-pulsed magnetic fields and a segmented reaction rail, as opposed to low-frequency fields and continuous reaction rails found in conventional linear induction motors. These improvements give a high-traction, compact, and efficient linear motor that has potential for advanced high speed rail propulsion. In the SERAPHIM concept, coils on the vehicle push against a segmented aluminum rail, which is mounted on the road bed. Current is pulsed as the coils cross an edge of the segmented rail, inducing surface currents which repel the coil. The coils must be pulsed in synchronization with the movement by reaction rail segments. This is provided by a sense-and-fire circuit that controls the pulsing of the power modulators. Experiments were conducted to demonstrate the feasibility of the pulsed induction motor and to collect data that could be used for scaling calculations. A 14.4 kg aluminum plate was accelerated down a 4 m track to speeds of over 15 d s e c (33 mph) with peak thrust up to 18 kN (4040 pounds force) per coilset. For a trainset capable of 200 mph speed, the SERAPHIM concept design is based on coils which are each capable of producing up to 3.5 kN thrust, and 30 coil pairs are mounted on each power car. Two power cars, one at each end of the train, provide 6 MW (8,000 hp) ftom two gas turbine prime power units. The thrust is about 210,000 N (47,100 pounds force) and is essentially constant up to 200 km/hr (120 mph), since wheel slippage does not limit thrust as with conventional wheeled propulsion. A key component of the SERAPHIM concept is the use of passive wheel-on-rail support for the high speed vehicle. Standard steel wheels are capable of handling over 200 mph. The SERAPHIM cost is comparable to that for steelwheel high-speed rail, and about 10% to 25% of the projected costs for a comparable Maglev (Magnetically levitated) system. A brief cost and revenue analysis suggests that full cost recovery is possible on intercity routes where the potential ridership is more than 20,000 passengers per mile per year. Such regional routes as the NE Corridor, San Francisco-San Diego, and Los Angeles-Las Vegas appear to be good possibilities.

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SERAPHIM: A Propulsion Technology for Fast Trains

Kelley¹,

Turman²,

Marder³

et al. 1995

SAE Technical Paper Series

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The Segmented Rail Phased Induction Motor (SERA-PHIM) is a compact. pulsed linear induction motor (LIM) offering a unique capability for very high speed train propulsion. It uses technology developed for the Sandia coilgun. an electromagnetic launcher designed to accelerate projectiles to several kilometers per second! Both aluminum cylinders and plates were accelerated to a kilometer per second (Mach 3) by passing through a sequence of coils which were energized at the appropriate time. Although this technology was developed for ultra-high velocity. it can be readily adapted to train propulsion far which, at sea level, the power required to overcome air resistance limits the operational speed to a more modest 300 mph. Here, the geometry is reversed. The coils are on the vehicle and the "projectiles" are fixed along the roadbed.In the 1970's. the Federal Railroad Administration tested a 200 mph train riding on passive wheels and powered by a conventional LIM. In a LIM, electrical windings generate a backward mwing wave of magnetic flux in a conducting reaction rail, producing a fanvard force. SERAPHIM operates not by embedding flux in a conductor, but by excluding it. In this propulsion scheme, pairs of closely spaced coils on the vehicle straddle a segmented aluminum reaction rail. A high frequency current is switched on as a coil pair crosses an edge and remains off as they overtake the next segment. This induces surface currents which repel the coil. In essence, the pulsed coils push off segment & because at the high frequency of operation, the flux has insufficient time to penetrate. In contrast to conventional LIMs, the performance actually improves with velocity, even for a minimal motor consisting of a single coil pair reacting with a single plate.With either distributed onboard power, a passive wheeled train powered by a SERAPHIM is an attractive alternative to one which is levitated using superconducting magnets (MAGLEV) and propelled by switched electrifled coils in the roadbed.This paper will present results of proof-af-principle tests, electromagnetic computer simulations, and systems analysis. It is concluded that this new linear induction motor can be implemented using existing technology and is a promising altesnative propulsion method for very high speed rail transportation.

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New Bogie for German ICE (InterCity Express) Based on BT41

Cited by 3 publications

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Weight reduction of the train by applying a new construction and testing process of the train car bogie

Weight reduction of the train by applying a new construction and testing process of the train car bogie

The pulsed linear induction motor concept for high-speed trains

SERAPHIM: A Propulsion Technology for Fast Trains

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