By Klaus Knothe, Karl Popp (auth.), Professor Dr.-Ing Karl Popp, Professor Dr.-Ing Werner Schiehlen (eds.)
During the final many years thoroughly new applied sciences for top velocity railway automobiles were constructed. the first objectives were to extend traction, axle load, and traveling velocity, and to assure defense of the passengers. besides the fact that, the hot advancements have printed new obstacles: cost and destruction of the ballast and the subgrade result in deterioration of the tune; abnormal put on of the wheels reason a rise in total load and deterioration of passengers convenience; harm of the working surfaces of the rail and the wheel turns into extra common. This difficulties were investigated within the precedence Programme SPP 1015 supported via the Deutsche Forschungsgemeinschaft (DFG), aiming at a greater figuring out of the dynamic interplay of auto and tune and the long term behaviour of the elements of the approach. The e-book includes the medical result of the programme as provided on the concluding colloquium held at college of Stuttgart, Germany, March 13-15, 2002.
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Additional resources for System Dynamics and Long-Term Behaviour of Railway Vehicles, Track and Subgrade
The appropriate angle can be calculated from the geometry using the longitudinal spacing of the wheelsets and the curve radius, ie. a1 = R/ R (£ « R) (I) Active Suspension Technology 39 Curve centre Fig. 4. Ideal curving where £ = semi-longitudinal spacing of the wheelsets, R = curve radius. At balancing speed, ie when there is no cant deficiency, these angles will give ideal curving, but under normal operating conditions it is also necessary to provide the appropriate cant deficiency force, which requires an angle-ofattack, shown as a 2 on the diagram .
A 338:455-469 5. Salin J. (1981) Regards en arriere. Revue Generale des Chemins de Fer 100:216221 6. , Mauer L. (1982) Durchfiihrung der Rollpriifstands- Versuche. AbschluBbericht zum BMFT-Forschungsvorhaben TV 7960 4. Bericht K 096 991 EDS - 9. April 1982, MAN Neue Technologie Miinchen 7. True. H. (1992) Railway vehicle chaos and asymmetric hunting. In: The Dynamics of Vehicles on Roads and on Tracks, Proc. of the 12th IAVSD Symposium held at Lyon/France, 1991, Swets & Zeitlinger, Amsterdam/Lisse, 625-637 8.
Active secondary suspension controller Active control makes it possible to do more than just change the form of the damping. For a normal passive suspension, the spring rates are chosen to give a suitable response in the vertical suspension mode, but having done this the response in the pitch mode is largely determined by the geometry. For a typical suspension geometry the frequency in pitching is usually somewhat higher than in the vertical or bouncing direction, whereas it can easily be shown that there is a definite advantage in having a lower frequency in pitch.