Download - Traction Curving IAVSD 2007
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Parametric Simulation Study of Traction Curving of Three Axle
Steering Bogie Designs
Scott SimsonColin Cole
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Research Objective
• Problem– Adhesion in tight curves
• limited by AOA– Current passive steering bogies loose
steering control under high traction• Active Steering Traction Bogies
– Higher adhesion in tight curves – Less locomotives needed for ruling grades
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Passive Steering Bogies• Yaw Relaxation Bogies: Primary suspension
with yaw stiffness relaxed
• Self Steering Bogies: end axles cross linked together, Axles yaw in opposite directions only
• Force Steered Bogies: end axles are cross linked together and linked to the bogie yaw angle.
• Articulated Bogies: steering angle of bogie axles linked to the articulation angle of vehicle bodies
• Independent Wheels: Axles with independent rotating wheels, zeros longitudinal creep forces
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Locomotive Bogies
• EMD Radial, [self steering, 2, 1], – 1st patent 1987 ~ 12 years after the Scheffel– Production 1993
• Further Self Steer Patents– ABB, 1993 [self steering, 3H]– MK Rail 1996, GE Locomotive 1997, [self
steer 2,1]– Bombardier, [self steer 3, AWY 3]
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EMD Radial Patents
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US Patents ABB
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US Patents M-K Rail
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US Patent GE Locomotive
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US Patents Bombardier
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Traction Steering Papers
• EMD Radial [1989 IHHA]: – steering performance deteriorates with
traction• IAVSD 2005, Grassie & Elkins
– Yaw relaxation bogies– Steering performance deteriorates to rigid
bogie performance levels
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Active Steering • Secondary Yaw Control
– Braghin, Bruni, Resta, VSD v44– Reduces lateral loads
• Actuated Wheelset Yaw– Goodall, Mei [many publications]– Bombardier Mechtronic bogie
• Independent Wheels• Directly Steered
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3 Angles of Idealised Steering
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Perfect Steering
• Goodall, Bruni & Mei (IAVSD 2005)• Minimise wheel-rail creep forces
– No longitudinal creep [pure rolling]– Equal lateral creep for all wheelsets [equal
angle of attack]• Some creep in the lateral direction is
desirable to compensate for any cant-deficiency
• Requires profile conicity sufficient for the curve
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Gravitational Stiffness
• Contact angles of 10 degrees before flanging
• Ignored in linear models
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Traction Ideal Steering
• Longitudinal creep are not zero– Longitudinal creep need only be +ve– Lateral creep force are not needed– Contact lateral forces to balance
acceleration
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Bogie Curving Forces
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Research Program
• Traction Steering Ideal• Passive Bogie Simulation• New Bogie Design• Active Bogie Simulation
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Simulation• 117 tonne 6 axle Locomotive• Coupler loads• Steering movements subject to friction
damping [mu = 0.05]• Traction, 16.6% 60 kph 186 kN, 37% 416 kN• Active control delay 16 Hz input and output
filter.• Test track 600m reversing curves, • Equal amounts of tangent, transition and curve
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Stability Testing
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Passive Bogie, Traction SteeringWear Energy for High Rail Friction Conditions
0
3
6
9
12
15
2000 1600 1250 1000 800 600 500 400 300 220 160
Curve Radius [m]
Wea
r Ene
rgy
Rigid
YawRelaxSelfSteer -3HSelfSteer 2-1ForceSteer
Wear Energy for Low Rail Friction Conditions
0
3
6
9
12
15
2000 1600 1250 1000 800 600 500 400 300 220 160
Curve Radius [m]
Wea
r Ene
rgy Rigid
YawRelaxSelfSteer -3HSelfSteer 2-1ForceSteer
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Steering at High Traction
Wheel Rail Curving Wear Energy with 37% Adhesion
010
2030
4050
6070
80
0.38 0.40 0.45 0.50
Locomotive Train Position and Rail Friction
Wea
r Ene
rgy
[MJ/
Loco
mot
ive]
Rigid
Yaw Relax
Self Steer-3HSelf Steer2-1ForceSteer
Bogie PitchingSteering
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Simson Bogie Patent
• Active bogie yaw control
• Forced steered • Australian
provisional patent 2007900891
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Control Methods
• Semi Active– Longitudinal Creep
Forces– Yaw Moment
difference• Full Active
– Yaw misalignment – Target yaw for track
position
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Semi Active Control, Sensing Creep Forces
Semi Active and Passive Steered Bogies at High and Low Friction to Adhesion Ratio
0
20
40
60
80
100
400 m 300 m 220 m 160 m 400 m 300 m 220 m 160 mTrack Curvature
Sum
med
Wea
r En
ergy
Self Steer
ActuatedWheelset YawForce Steer
Active Yaw-Force SteerRigid
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Full Active Control, Sensing Yaw Alignment of Bogies
Full Active and Passive Steered Bogies for High and Low Friction Adhesion Ratio's
0
20
40
60
80
100
400m
300m
220m
160m
400m
300m
220m
160m
Curve Radius
Sum
med
W
ear E
nerg
y Self Steer
ActuatedWheelset YawForce Steer
Active Yaw-Force SteerRigid Bogie
Ideal Steeringcontrol
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High Traction Curving Actuated Bogies
Wheel Rail Curving Wear Energy with 37% Adhesion
0
20
40
60
80
0.38 0.40 0.45 0.50
Locomotive Train Position and Rail Friction
Wea
r Ene
rgy
[MJ/
Loco
mot
ive]
Rigid
Self Steer 2-1
ActuatedWheelset YawForce Steer
Active Yaw -Force SteerIdeal Steer
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Curvature Estimation• Active Yaw Dampers
– Braghin F., Bruni S., Resta F., (2006) VSD 44 • Curve Radius Estimate from:
– Bogie yaw velocity transducers – Vehicle speed
• Trail simulations have problems identifying curve transition vs instability– Increased wear energy in transition– Target yaw in transition to be developed
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Sensor, Actuator Placement
• Actuated Wheelset Yaw– Actuators and sensors at primary
suspension• Actuated Yaw, Force Steered (Simson)
– Actuators at secondary suspension– Sensors bogie frame mounted or higher
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Conclusions
• Traction steering requires ideal steering– Steering angle control– Bogie yaw angle control– Minimal or zero angle of attack
• Simson bogie – yaw activated force steered – achieves better (ideal) steering even at low friction to adhesion ratios.– Steering bogies must trade of transition
curving performance against stability