Abstract
The paper presents a methodology of optimizing the parameters of the passive suspension system of a railway vehicle. A linear half-vehicle model and an example of the procedure carried out to optimize a selected parameter of the model have been demonstrated. A method of the selection of damping in the suspension system of a railway vehicle, based on over 40-year achievements of the cited authors of publications in the field of motor vehicles, has been shown. The optimization of linear damping in the secondary suspension system of a passenger carriage moving on a track with random profile irregularities has been described in detail. The algorithms adopted for the calculations have a wider range of applicability; especially, they may be used for determining the optimum values of the other parameters of the railway vehicle model under analysis, i.e. stiffness of the secondary suspension system as well as stiffness and damping of the primary suspension system.
Highlights
Introduction and references to the literatureIn vehicle dynamics, a special branch is discerned, where the vehicle motion in the vertical direction is described and analysed
The algorithms adopted for the calculations have a wider range of applicability; especially, they may be used for determining the optimum values of the other parameters of the railway vehicle model under analysis, i.e. stiffness of the secondary suspension system as well as stiffness and damping of the primary suspension system
Results of calculations carried out within work on the optimization of linear damping in the passive secondary suspension system of a railway vehicle moving on an uneven track with a random profile have been presented in detail
Summary
The model of a railway vehicle (Figs. 1a and 1b) represents a conventional passenger carriage seated on two-axle bogies, model 25ANa (Kardas-Cinal, 2013). In the railway vehicle model presented, the suspension components are treated as zero-mass elements and their force-deflection curves are approximated by linear functions of suspension element deformations and of time derivatives of the deformations Such characteristic curves correspond to those of the rheological models consisting of a spring with stiffness coefficient k and a viscous damper with damping coefficient c. The unsprung mass interacts with the equivalent rail wheel (representing two wheelsets of the bogie under consideration) through a spring-damper or spring-only element, which represents the spring-damping or spring-only properties of the primary suspension system
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