Simulation of active steering control for curving under traction in hauling locomotives

Simson, Scott; Cole, Colin

doi:10.1080/00423111003658089

Cited by 10 publications

(6 citation statements)

References 16 publications

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“…Based on SYC, a new active suspension AY-FS was proposed by Simson for heavy hauling locomotives [103][104][105]. In this concept, force steering linkage is implemented with SYC.…”

Section: (C) Actuated Yaw Force Steered Bogie (Ay-fs)mentioning

confidence: 99%

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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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“…Based on SYC, a new active suspension AY-FS was proposed by Simson for heavy hauling locomotives [103][104][105]. In this concept, force steering linkage is implemented with SYC.…”

Section: (C) Actuated Yaw Force Steered Bogie (Ay-fs)mentioning

confidence: 99%

“…A PID controller is introduced to achieve the target angle. The control idea based on sensing longitudinal forces can be found in [104,105].…”

Section: A4 Other Controlsmentioning

confidence: 99%

Active suspension in railway vehicles: a literature survey

Giossi

Persson

et al. 2020

Rail. Eng. Science

View full text Add to dashboard Cite

show abstract

“…To address the issue of conflicting stiffness requirement, many solutions, including active suspensions and passive solutions, have been proposed. Active steering bogies have attracted more attention due to their controllability and adaptability, and there have been numerous theoretical and simulation studies on their design [1][2][3][4]. This type of steering control offers high steering controllability and the potential to achieve nearperfect steering.…”

Section: Introductionmentioning

confidence: 99%

Experimental study and modeling of rubber joints for railway vehicles using magnetorheological shear stiffening elastomers

Gong,

Wang

et al. 2023

Smart Mater. Struct.

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With the rapid development of transportation industry, advanced rail vehicle technology receives more attention than ever. The stiffness of the train’ s rubber joint at the primary suspension system has a crucial influence on the operation stability and curve-passing performance. When the train is running on straight track at high speed, a high primary longitudinal stiffness in bogie design is required, whereas running on the curve track calls for a soft primary longitudinal stiffness. To solve this critical problem, a new rubber joint based on magnetorheological shear stiffening elastomer (MSSE) was proposed. Its stiffness can be adjusted by not only external magnetic field but also its inherent frequency-dependent property, ensuring the functionality of the rubber joint even when the controller fails. After the prototype of the MSSE joint, its stiffness controllability of the MSSE joint was evaluated using an MTS machine, with MTS testing performed under varying excitation amplitude and different frequency. The results revealed that the stiffness of this MSSE joint can be controlled effectively credited to the rate-dependent SSE and adjustable electromagnetics, exhibiting exceptional fail-safe characteristics. Lastly, a dynamic model was established to describe the dynamic performance of the rubber joint. All the above studies demonstrate the feasibility of the joint to satisfy the conflicting stiffness requirements to achieve high speed stability and curve trafficability simultaneously.

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“…As a fully active suspension has high degree of controllability, many researchers have used this method to overcome the parameter incompatibility, and these solutions are generally termed as active steering control regimes. The most obvious way to achieve active steering control is to employ yaw control for each wheelset, thus ensuring that the wheelsets can be positioned radially throughout curving under the correct control [1][2][3]. This type of steering control has the advantage of high steering controllability and the ability to achieve nearly perfect steering, however, it comes at the cost of a high actuation force, especially when the actuation is used in parallel with passive components.…”

Section: Introductionmentioning

confidence: 99%

Development of a smart rubber joint for train using shear thickening fluids

Yang

Sun

Guo

et al. 2020

Smart Mater. Struct.

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Developing a train bogie to achieve high speed stability as well as good curve passing performance has always been a challenge. This is because of the conflicting stiffness requirements: stability at high speed calls for a high primary longitudinal stiffness in bogie design, whereas for better performance through curves, a relatively soft primary longitudinal stiffness is required. To solve this parameter incompatibility, this paper proposes a new design which uses the shear thickening fluid (STF) structure as the stiffness changing component. This new joint was developed and then tested using MTS machine to characterize its frequencydependent characteristics. MTS testing under varying displacement amplitude at fixed frequency was also performed to investigate the influence of the varying amplitude on the effective stiffness. At last, the performance of the proposed STF joint in terms of improving the train stability and the curving performance is numerically evaluated. The numerical evaluation results demonstrate that the adaptive STF rubber joint outperforms the conventional rubber joints in that it can satisfy the conflicting stiffness requirements to simultaneously achieve high speed stability and curve trafficability.

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Simulation of active steering control for curving under traction in hauling locomotives

Cited by 10 publications

References 16 publications

Active suspension in railway vehicles: a literature survey

Active suspension in railway vehicles: a literature survey

Experimental study and modeling of rubber joints for railway vehicles using magnetorheological shear stiffening elastomers

Development of a smart rubber joint for train using shear thickening fluids

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