Abstract

Recently, the intensive wear of rails, especially in curves of small radii and at switches, has been studied. The wear is caused by the high lateral force peak of the wheel against the rail when entering the curves. An effective solution for reducing undesirable lateral forces on the rail is to rotate the vehicle bogie in the direction of the rail curve, which influences the distribution of lateral force over the first and second wheelset. This reduces the force peak and thus the track wear. The bogie rotation is nowadays realized by actuators, which replace the yaw dampers. However, actuator implementation is complicated, expensive, energyintensive and demanding for the performance of a fail-safe system. From this point of view, a semi-actively controlled yaw damper appears to be a better candidate. An algorithm such as Skyhook can hold the sprung mass in the desired position. It is believed to be possible to rotate the vehicle bogie by the special S/A control strategy of a yaw damper. This paper deals with the possibilities and limits of the positioning of the sprung mass by the semi-actively controlled damper. It has been shown that the system relative attenuation and the damper response time have the greatest influence on the mass positioning efficiency.

Highlights

  • IntroductionThe biggest problem is the contradiction in the requirements for the chassis damping system when a train is being driven on a straight track at high speed and when driven through the small radius curve

  • High-speed rails are being developed in Europe

  • The biggest problem is the contradiction in the requirements for the chassis damping system when a train is being driven on a straight track at high speed and when driven through the small radius curve

Read more

Summary

Introduction

The biggest problem is the contradiction in the requirements for the chassis damping system when a train is being driven on a straight track at high speed and when driven through the small radius curve. While in the first case the stability achieved by high damping is decisive, in the second case, on the contrary, the damping forces must be minimized so that the bogie can rotate and minimize the lateral force of the wheel on the rail, i.e. the force which causes track wear [1]. The active system contains actuators instead of springs and dampers, so it can rotate the bogie at will. In the curve, it distributes a lateral force over the first and second wheelset and reduces the force peak [2]. An alternative may be semi-actively controlled damping, which can change the damping force as the control unit requires

Methods
Results
Conclusion

Talk to us

Join us for a 30 min session where you can share your feedback and ask us any queries you have

Schedule a call

Disclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.