Passive Railway Car Secondary Suspension - Force, Power, Deflections, Roll and Comfort

• Requirements on forces that need to be delivered by an active secondary railwaysuspension system are investigated, as well as the active system’s estimated powerconsumption. This is done by calculating the corresponding properties for a specifictrain with passive suspension system: the [. . . ] train from Bombardier.Quasi-static worst case conditions are studied in order to obtain the quasi-staticforces required by each actuator. The obtained quasi-static suspension forces areused to assess requirements on the actuators in three different, possible, activesystems. All active systems assume four actuators for each railway car. Whatdiffers is which passive components that are replaced with active.For the first scenario, the active suspension replaces the anti-roll bar and thesecondary vertical damper. Then the results show that each actuator must be ableto deliver quasi-static forces of roughly 32 kN.For the second scenario, the pneumatic pump system for the air-springs, whichadapts the air pressure to compensate for payload variations, is removed. Insteadthe active suspension will be used to keep the carbody at the same vertical positionregardless of the amount of payload. This requires a quasi-static force from eachactuator of about 13 kN, for the worst case.The third scenario combines the first two cases. The resulting quasi-staticforces that the actuators might need to deliver is the sum of the quasi-static forcesfrom the two different systems mentioned above, 46 kN.To get an indication of the peak force each actuator needs to deliver, and anestimate of the power it needs to deliver, dynamic simulations are carried out onthe passive train during several running conditions. For each running condition, thepeak (i.e. maximum) force, the mean power, and the peak (i.e. maximum) powerare calculated over the simulation time. Then, the largest of each of those threequantities are selected among all running conditions. The results are, that overthe running conditions the largest peak force is 42 kN, the largest mean power is0.64 kW, and the largest peak power is 4.6 kW, assuming the first scenario above.Additional to the required forces and powers, also deflections and roll in thepassive secondary suspension, as well as passenger comfort, are calculated for thedifferent running conditions. These results form requirements, and measures forcomparison, for future active suspension system.

Ämnesord

TEKNIK OCH TEKNOLOGIER  -- Maskinteknik (hsv//swe)

ENGINEERING AND TECHNOLOGY  -- Mechanical Engineering (hsv//eng)

TEKNIK OCH TEKNOLOGIER  -- Elektroteknik och elektronik -- Reglerteknik (hsv//swe)

ENGINEERING AND TECHNOLOGY  -- Electrical Engineering, Electronic Engineering, Information Engineering -- Control Engineering (hsv//eng)

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