The driving comfort of the vehicle is primarily determined by the design of the suspension system, which transmits the force between the vehicle and the ground. There are different types of vehicle suspension systems, including active suspension systems that provide significant benefits for ride comfort while driving. However, the existing active suspension systems have limited functions such as power, and also complex structure. To overcome the problem, the proper design of the active suspension system by considering its present limitations is essential. A well-designed active suspension system controls the load on the wheels under the resonance of the body structure and ensures driving comfort. It reduces the vibrational energy of the vehicle body caused by the excitation of the road while keeping the stability of the vehicle within an acceptable limit. For a proper design of the active suspension system, the road surface, the seat suspension, and the wheel load are the most important elements to consider. In this study, different types of vehicle suspension systems with their limitations have been thoroughly investigated. Many aspects of control and some of the essential practical considerations are also explored.
This study presents the rail wheel contact problems under normal and tangential categories. Both analytical and numerical approaches were used for modelling, where the analytical approach assumed elliptical contact patches based on the Hertz theory. In the numerical approach, 3D finite element models were used to investigate non-elliptical contact patches. The only elastic material model was considered in the case of Hertz theory. However, in the case of finite element analysis, both elastic and elastoplastic material models were used to simulate the material's behavior under the applied load. The elastoplastic material model was used to determine the amount of stress at which the plastic deformation starts, which enables determining the rail wheel's critical load. The commercial software ABAQUS was employed for 3D modeling and contact stress analysis. The study shows maximum stress at 3 mm from the rail wheel contact surface when the maximum load of 85 kN is applied. This initiates the cracks in the subsurface and causes the portion of the rail wheel to break off in the form of spalling after a certain time.
In the present scenario, the energy crisis is one of the main challenges in the real world. The fossil-fuel resources are being depleted at a tremendous rate due to their excessive consumption. This has put forth the widespread assumption that if resources are being used at the current rate, the time is no longer when all our resources will expire. Thus, there is a need to develop technology that saves energy from getting wasted. Traditionally, regenerative braking with the ability to generate energy has been promising, but the amount of energy saved was highly insignificant. A considerable amount of energy, which is generated by the engine, is lost while braking even in case of regenerative braking. The regenerative braking involves direct conversion of the Kinetic energy to Electrical Energy; however, a promising alternative is present while storing the Kinetic Energy of the Vehicle in the form of Mechanical Energy of a rotating cylindrical flywheel. This paper states the advantages of storing the Kinetic Energy of the Vehicle in Mechanical form rather than direct conversion. For the design of this kinetic energy storing device, some calculation has been done for the vehicle at different resistance load, torque, speed, and calculation for selection of the planetary gear, design of flat spiral spring is considered and also using SOLID WORK software some parts of the system are designed. By taking the velocity of the vehicle from 8.34m/sec to 27.8, the kinetic energy loss of the vehicle is increasing with the increase of velocity, but the efficiency of the kinetic energy recovery system will decrease. Braking the vehicle with the velocity of 8.34m/sec has 219KJ of kinetic energy loss, and energy stored by flat spiral spring is 201.4KJ, and the system has efficiency of 91.9% and can save 0.00464L of fuel from 0.005L which will be consumed at 8.34m/sec. But the vehicle moving at 27.8m/sec, the kinetic energy loss is 2434.4KJ, and the stored energy is 201.4KJ, and the kinetic energy recovery system has efficiency of 8.3%. So, using flat spiral spring kinetic energy recovery is useful and recommendable for the vehicle, which has a high stop and goes times.
The article deals with wheel-rail contact analysis at railway turnout using a finite element modelling approach. The focus is understanding the wheel-rail contact problems and finding the means of reducing these problems at railway turnouts. The main aim of the work reported in this article is to analyse fatigue life and simulate the wheel-rail contact problems for a repeated wheel loading cycle by considering the effect of normal and tangential contact force impact under different vehicle loading conditions. The study investigates the impact of tangential contact force generated due to different-angled shapes of the turnout and aims to reveal how it affects the life of contacting surfaces. The obtained results show that the maximum von-Mises equivalent alternating stress, maximal fatigue sensitivity, and maximum hysteresis loop stresses were observed under tangential contact force. These maximum stresses and hysteresis loops are responsible for rolling contact fatigue damage, and excessive deformation of the wheel-rail contact surface. At a constant rotational velocity, the tangential contact force has a significant impact on the fatigue life cycle and wheel-rail material subjected to fatigue damage at lower cycles compared to the normal contact force. The finite element modelling analysis result indicated that the contact damages and structural integrity of the wheel-rail contact surface are highly dependent on contact force type and can be affected by the track geometry parameters.
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