The Experts below are selected from a list of 11124 Experts worldwide ranked by ideXlab platform
Dinmore N - One of the best experts on this subject based on the ideXlab platform.
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:© 2019 Informa UK Limited, trading as Taylor & Francis Group. Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:© 2020, Springer Nature Switzerland AG. Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
Roger M. Goodall - One of the best experts on this subject based on the ideXlab platform.
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novel mechatronic solutions incorporating inerters for Railway Vehicle vertical secondary suspensions
Vehicle System Dynamics, 2015Co-Authors: Alejandra Z Matamorossanchez, Roger M. GoodallAbstract:This paper discusses the effects of inerter-based passive networks in the design of novel mechatronic solutions for improving the vertical performance of a bogied Railway Vehicle. Combinations of inerter-based structures and active suspensions comprise distinct novel mechatronic solutions for the vertical secondary suspension of the Vehicle. The parameters of the active and passive parts of the overall configuration are optimised so that a synergy arises to enhance the Vehicle vertical performance and simplify common mechatronic suspension design conflicts. The study is performed by combining inerter-based suspensions with well-established active control (output-based and model-based) strategies for ride quality enhancement. Also, a novel nonlinear control strategy, here called ‘Adaptive Stiffness’, is incorporated for suspension deflection regulation to complement the well-known local implementation of skyhook damping. This would complete a significant set of control strategies to produce general conclus...
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performance benefits in two axle Railway Vehicle suspensions employing inerters
2012Co-Authors: Jason Zheng Jiang, Alejandra Z Matamorossanchez, Roger M. Goodall, Malcolm C. SmithAbstract:The aim of this chapter is to investigate the possibility of improving the ride quality of a two-axle Railway Vehicle with single-stage suspension by using passive suspensions employing inerters. The goal is to improve the ride quality in vertical motion in response to track irregularities while keeping the suspension deflection within acceptable limits. Performance benefits for several simple passive suspension structures are demonstrated here in comparison with a conventional passive suspension.
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Control and monitoring for Railway Vehicle dynamics
Vehicle System Dynamics, 2007Co-Authors: Sylvain Bruni, T. X. Mei, Roger M. Goodall, Hitoshi TsunashimaAbstract:Over the last twenty to thirty years, Railway Vehicle dynamics has changed from being an essentially mechanical engineering discipline to one that is increasingly starting to include sensors, electronics and computer processing. This paper surveys the application of these technologies to suspensions and running gear, focused upon the complementary issues of control (which has been reviewed within Vehicle System Dynamics previously) and monitoring (which has not previously been reviewed). The theory, concepts and implementation status are assessed in each case, from which the paper identifies the key trends and concludes with a forward look at what is likely to develop over the next years.
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modelling and control of Railway Vehicle suspensions
Lecture Notes in Control and Information Sciences, 2007Co-Authors: Argyrios C. Zolotas, Roger M. GoodallAbstract:This chapter uses a Railway Vehicle as an example of a mechanical dynamic system to which control can be applied in a manner that yields significant benefits from an engineering and operational viewpoint. The first part describes the fundamentals of Railway Vehicles and their dynamics: the normal configuration, the suspension requirements, how they are modelled and an overview of the types of control concept that are currently applied or under consideration. The second part provides a case study of controller design issues.
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estimation of Railway Vehicle suspension parameters for condition monitoring
Control Engineering Practice, 2007Co-Authors: Ping Li, Roger M. Goodall, Paul Weston, Chung Seng Ling, C J Goodman, Clive RobertsAbstract:Abstract This paper investigates the problem of parameter estimation for Railway Vehicle suspensions so as to provide information to support condition-based (instead of calendar-based) maintenance. A simplified plan view Railway Vehicle dynamical model is derived and a newly developed Rao–Blackwellized particle filter (RBPF) based method is used for parameter estimation. Computer simulations are carried out to assess and compare the performance of parameter estimation with different sensor configurations as well as the robustness with respect to the uncertainty in the statistics of the random track inputs. The method is then verified practically using real test data from a Coradia Class 175 Railway Vehicle with only bogie and body mounted sensors, and some preliminary results are presented.
Li Y - One of the best experts on this subject based on the ideXlab platform.
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:© 2019 Informa UK Limited, trading as Taylor & Francis Group. Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:© 2020, Springer Nature Switzerland AG. Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
Jz Jiang - One of the best experts on this subject based on the ideXlab platform.
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:© 2019 Informa UK Limited, trading as Taylor & Francis Group. Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:© 2020, Springer Nature Switzerland AG. Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
Mc Smith - One of the best experts on this subject based on the ideXlab platform.
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Improving the track friendliness of a four-axle Railway Vehicle using an inertance-integrated lateral primary suspension
2021Co-Authors: Td Lewis, Li Y, Jz Jiang, Mc Smith, Goodall R, Gj Tucker, Zhao Y, Sa Neild, Dinmore NAbstract:© 2019 Informa UK Limited, trading as Taylor & Francis Group. Improving the track friendliness of a Railway Vehicle can benefit the Railway industry significantly. Rail surface damage in curves can be reduced by using Vehicles with a lower Primary Yaw Stiffness (PYS); however, this can reduce high-speed stability and worsen ride comfort. Previous studies have shown that this trade-off between track friendliness and passenger comfort can be successfully combated by using an inerter in the primary suspension; however, these utilise simplified Vehicle models, contact models, and track inputs. Considering a realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced with inertance-integrated primary lateral suspensions without increasing root-mean-square (RMS) carbody lateral accelerations. The Vehicle model, with these enhanced suspensions, has been created in VAMPIRE (Formula presented.), with the dynamics being captured over a range of Vehicle velocities and equivalent conicities. Based on systematic optimisations using network-synthesis theory, several beneficial inertance-integrated configurations are identified, and the PYS can be reduced by up to 47% compared to the default Vehicle (a potential Network Rail Variable Usage Charge saving of 26%), without increasing RMS carbody lateral accelerations. Further simulations are performed to investigate the Vehicle's performance in curve transitions and when subject to one-off peak lateral track irregularities
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:© 2020, Springer Nature Switzerland AG. Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
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Inertance-Integrated Primary Suspension Optimisation on an Industrial Railway Vehicle Model
2020Co-Authors: Lewis T, Iwnicki S, Li Y, Tucker G, Jz Jiang, Neild S, Mc Smith, Goodall R, Dinmore NAbstract:Improving the track friendliness of a Railway Vehicle is highly beneficial to the rail industry, as it substantially increases its cost effectiveness. Rail surface damage under curving conditions can be reduced by using Vehicles with a reduced Primary Yaw Stiffness (PYS); however, a lower PYS often leads to a reduction in high-speed stability and can negatively impact ride comfort. Previous studies have suggested that this trade-off, between track friendliness and passenger comfort, can be successfully improved by using an inerter in the primary suspension; however, these studies used simplified two-axle Vehicles and simplified contact models, and track inputs. Considering a more realistic four-axle passenger Vehicle model, this paper investigates the extent to which the PYS can be reduced using inertance-integrated primary lateral suspensions without increasing Root Mean Square (RMS) lateral carbody accelerations when running over a 5 km example track (with a number of vertical, lateral and longitudinal irregularities, and gauge variations). The Vehicle, with inertance-integrated primary lateral suspensions, has been modelled in$$\mathrm{VAMPIRE}^{\textregistered }$$, and the Vehicle dynamics are captured over a range of different velocities and wheel-rail equivalent conicities. Several inertance-integrated suspensions are optimised, leading to permissible PYS reductions of up to 47% compared to the original Vehicle, whilst lateral carbody accelerations remain at acceptable levels. This level of PYS reduction would result in a potential Network Rail Variable Usage Charge saving of 26%
