Change search
CiteExportLink to record
Permanent link

Direct link
Cite
Citation style
  • apa
  • harvard1
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf
Improving crosswind stability of fast rail vehicles using active secondary suspension
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, VinnExcellence Center for ECO2 Vehicle design.
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, VinnExcellence Center for ECO2 Vehicle design.ORCID iD: 0000-0002-2571-4662
Bombardier Transportation.
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles. KTH, School of Engineering Sciences (SCI), Centres, VinnExcellence Center for ECO2 Vehicle design.ORCID iD: 0000-0002-8237-5847
2014 (English)In: Vehicle System Dynamics, ISSN 0042-3114, E-ISSN 1744-5159, Vol. 52, no 7, 909-921 p.Article in journal (Refereed) Published
Abstract [en]

Rail vehicles are today increasingly equipped with active suspension systems for ride comfort purposes. In this paper, it is studied whether these often powerful systems also can be used to improve crosswind stability. A fast rail vehicle equipped with active secondary suspension for ride comfort purposes is exposed to crosswind loads during curve negotiation. For high crosswind loads, the active secondary suspension is used to reduce the impact of crosswind on the vehicle. The control input is taken from the primary vertical suspension deflection. Three different control cases are studied and compared with the only comfort-oriented active secondary suspension and a passive secondary suspension. The application of active secondary suspension resulted in significantly improved crosswind stability.

Place, publisher, year, edition, pages
2014. Vol. 52, no 7, 909-921 p.
Keyword [en]
rail vehicle dynamics, crosswind stability, unsteady crosswind, active suspension, multi-body simulations
National Category
Vehicle Engineering
Identifiers
URN: urn:nbn:se:kth:diva-133722DOI: 10.1080/00423114.2014.909092ISI: 000338990600003Scopus ID: 2-s2.0-84903758704OAI: oai:DiVA.org:kth-133722DiVA: diva2:663025
Note

QC 20140818. Updated from submitted to published.

Available from: 2013-11-08 Created: 2013-11-08 Last updated: 2017-12-06Bibliographically approved
In thesis
1. On Rail Vehicle Dynamics in Unsteady Crosswind Conditions: Studies Related to Modelling, Model Validation and Active Suspension
Open this publication in new window or tab >>On Rail Vehicle Dynamics in Unsteady Crosswind Conditions: Studies Related to Modelling, Model Validation and Active Suspension
2013 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

Crosswind stability of rail vehicles has been a research area for several decades, mainlymotivated by vehicle overturning accidents and higher speeds, but in recent times also byissues of lower energy consumption and track maintenance costs demanding lower vehi-cle weights. During everyday operation, rail vehicles are subjected to substantial lateralinfluences from track curves, track irregularities and crosswind, leading to large suspen-sion deflections and increased crosswind sensitivity. Unsteady crosswind like gusts alsocalls for attention. Simulations of possible vehicle overturning are necessary, but needto take large deflections and high shear in the suspension into account. If they deliverreasonable results, simulations represent an important tool for overturning predictionof rail vehicles.In the present work, multibody simulations of a high-speed rail vehicle under large lat-eral influences from track curves and track irregularities have been carried out, using ahalf-vehicle model in 2D and a full vehicle model in 3D, including different suspensionmodels. Corresponding field measurements of the relative lateral and vertical deflec-tions in the secondary suspension were performed on a fast train and used to validatethe multibody simulations.The 3D vehicle model was further used to study the vehicle response to unsteady cross-wind during curve negotiation, including aerodynamic loads obtained from unsteadyComputational Fluid Dynamics. In addition, the Quasi Transient Gust Modelling methodwas evaluated. Strong lateral and roll responses of the vehicle and influences of the gustduration and the relative difference between mean and maximum wind speed were ob-served. The influence of the vehicle’s suspension and mass properties on crosswindsensitivity were studied in addition.In order to validate modelling and simulation results for gust-like loads on a rail vehi-cle, full-scale experiments were conducted by exciting the carbody of a stationary railvehicle, imitating synchronous and asynchronous crosswind-like loads and measuringthe vehicle response. The measurements were reflected in multibody simulations, whichwere in good agreement with the measured responses. Parameter studies of the suspen-sion characteristics were performed additionally. Asynchronous crosswind-like loadswere in comparison to synchronous loads observed to result in lower wheel-unloadingIt was further studied whether active secondary suspension can be used to improve cross-wind stability. A fast rail vehicle equipped with active secondary suspension for ridecomfort purposes is exposed to crosswind loads during curve negotiation by means ofsimulations. For high crosswind loads, the active suspension is used to reduce the impactof crosswind on the vehicle. The control input is taken from the primary vertical sus-pension deflection. Three different control cases were studied and compared to the onlycomfort-oriented active secondary suspension and a passive secondary suspension. The application of active suspension resulted in significantly improved crosswind stability.

Place, publisher, year, edition, pages
Stockholm: KTH Royal Institute of Technology, 2013. xvi, 48 p.
Series
Trita-AVE, ISSN 1651-7660 ; 2013:61
National Category
Vehicle Engineering
Research subject
Järnvägsgruppen - Fordonsteknik
Identifiers
urn:nbn:se:kth:diva-133723 (URN)978-91-7501-914-7 (ISBN)
Public defence
2013-11-28, E3, Osquarsbacke 14, KTH, Stockholm, 13:00 (English)
Opponent
Supervisors
Note

QC 20131111

Available from: 2013-11-11 Created: 2013-11-08 Last updated: 2013-11-11Bibliographically approved

Open Access in DiVA

No full text

Other links

Publisher's full textScopus

Authority records BETA

Mats, BergStichel, Sebastian

Search in DiVA

By author/editor
Thomas, DirkMats, BergStichel, Sebastian
By organisation
Rail VehiclesVinnExcellence Center for ECO2 Vehicle design
In the same journal
Vehicle System Dynamics
Vehicle Engineering

Search outside of DiVA

GoogleGoogle Scholar

doi
urn-nbn

Altmetric score

doi
urn-nbn
Total: 95 hits
CiteExportLink to record
Permanent link

Direct link
Cite
Citation style
  • apa
  • harvard1
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf