Parametric Simulation Study of Traction Curving of Three Axle Steering Bogie Designs Scott Simson Colin Cole
Parametric Simulation Study of Traction Curving of Three Axle
Steering Bogie Designs
Scott SimsonColin Cole
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
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
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]
EMD Radial Patents
US Patents ABB
US Patents M-K Rail
US Patent GE Locomotive
US Patents Bombardier
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
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
3 Angles of Idealised Steering
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
Gravitational Stiffness
• Contact angles of 10 degrees before flanging
• Ignored in linear models
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
Bogie Curving Forces
Research Program
• Traction Steering Ideal• Passive Bogie Simulation• New Bogie Design• Active Bogie Simulation
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
Stability Testing
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
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
Simson Bogie Patent
• Active bogie yaw control
• Forced steered • Australian
provisional patent 2007900891
Control Methods
• Semi Active– Longitudinal Creep
Forces– Yaw Moment
difference• Full Active
– Yaw misalignment – Target yaw for track
position
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
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
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
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
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
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