bogies_polach:Layout 1 20/5/08 09:31 Page 5
BOGIES
to also calculate the movements of bodies,
displacements of suspension elements,
forces and cumulative load distribution,
vehicle gauging and other outputs that are
required. These simulations fulfil an in-
house requirement to support other
specialists during the design process, and
deliver the necessary inputs for structural
analyses, component specifications and
sub-supplier component development.
Further issues concerning dynamic
analyses related to risk assessment are
tasks related to rolling contact fatigue of
wheels, severe or asymmetrical wheel
wear, wheel out-of-roundness and rail
Figure 4: Influence of differing methodologies and wheel/rail contact geometries with the same corrugations. The importance of these
equivalent conicity for an amplitude of 3mm on the results of stability assessment
issues is increasing due to the tendency for
higher speeds, increasing axle loads and
including the model of traction controller, vibrations, thereby taking the smaller wheel diameters, heightening the
the creep force model applied in the physiological characteristics of the risk of damages on wheels and rails.
simulation has to be extended. The human body into consideration. The Within the company’s internal research
author’s investigations have resulted in the manner in which the human body project framework, Bombardier
previous development of a creep force experiences ride comfort differs depending Transportation develops and tests new
model suitable for co-simulations of on the frequency and amplitude of the methods of reducing these risks with the
vehicle dynamics and traction control as vibrations. In order to take this influence aid of their most advanced technological
published in
9
. into account, frequency weighting filters know-how. For example, the risk
are applied. assessment methodology of rolling contact
Ride characteristics and comfort The target values for ride comfort are fatigue
10
and the methodology of
Computer simulations which examine the a part of the customer’s specification. prediction of the wheel profile shape
ride characteristics of the vehicle represent As the ride comfort is decisively influenced development due to wear
11
can be cited.
another standard part of running dynamics by the quality of the track, it is imperative
investigations during the vehicle’s that a detailed knowledge of the track International teamwork, competence
development. To simulate a run of a irregularities, together with a contractual and know-how
vehicle on track, measured irregularities agreement, be strived for. In the case of Although the running dynamics
are usually applied. Another possibility is modern vehicles with a lightweight design, simulations are meanwhile considered as
the use of synthesised irregularities with the flexibility of the carbody structure an indispensable part of railway
specified spectral densities. The ride plays an important role and should be engineering, no standards and
characteristics are also influenced by the considered with regard to ride comfort recommendations are available which
parameters of the wheel-rail contact when assessing the vehicle’s performance. specify how the simulations of railway
geometry (see Figure 3 on page 79). vehicle dynamics should be carried out.
Ride comfort characterises passenger’s Additional dynamic simulations Therefore, networking and close
well-being in relation to mechanical Running dynamics simulations are applied cooperation of the whole team of running
dynamics specialists within Bombardier
Transportation is an important condition
for the maintenance and sustainable
growth of knowledge and know-how.
Within Bombardier Transportation,
more than 20 bogies specialists for
running dynamics located at the sites in
Siegen, Crespin, Derby and Winterthur are
engaged with simulation, on-track
measurement and suspension system
Figure 5: Influence of wheel/rail friction coefficient on the stability assessment according to EN development. They provide project
14363 as a result of simulations on measured track irregularities (presented as non-dimensional
values to the limit value)
support to Bombardier’s Engineering
teams not only within Europe, but also
80 EUROPEAN RAILWAY REVIEW
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ISSUE 3
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2008
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