Dynamics of a running gear with IRWs on curved tracks for a robust control development

Grether, Gustav

doi:10.1002/pamm.201710366

Cited by 6 publications

(8 citation statements)

References 1 publication

(2 reference statements)

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“…in the transition curve. The problem can be overcome with a feedforward approach dedicated to solve the delay problem in transition curve as proposed in [15,29] or by using signals coming from the preceding vehicles as done in tilting trains ( [21]). Nevertheless, in the circular part of the curve, a reduction of approximately 92% for the 175 m curve 75% for the 711 m curve in terms of Tγ function for the trailing wheelset is achieved while a reduction of 99% for the 175 m curve and 97% for the 711 m curve is observed for the leading wheelset.…”

Section: Results On Feedforward Approachesmentioning

confidence: 99%

Improved curving performance of an innovative two-axle vehicle: a reasonable feedforward active steering approach

Giossi

Persson

Stichel

2020

Vehicle System Dynamics

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A mechatronic rail vehicle with reduced tare weight, two axles and only one level of suspension is proposed with the objective of reducing investment and maintenance costs. A wheelset to carbody connection frame in composite material will be used both as structural and as suspension element. Active control is introduced to steer the wheelsets and improve the curving performance. A feedforward control approach for active curve steering based on non-compensated lateral acceleration and curvature is proposed to overcome stability issues of a feedback approach. The feedforward approach is synthesised starting from the best achievable results of selected feedback approaches in terms of wheel energy dissipation and required actuation force. A set of 357 running cases (embracing 7 curves, 17 speeds per curve and 3 conicities) is used to design the controller. The controller is shown to perform well for conicity and track geometry variations and under the presence of track irregularities.

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Section: Results On Feedforward Approachesmentioning

confidence: 99%

Improved curving performance of an innovative two-axle vehicle: a reasonable feedforward active steering approach

Giossi

Persson

Stichel

2020

Vehicle System Dynamics

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“…The design of the reward function is essential for guiding agents to optimize toward the control objective efficiently. For an IRW vehicle, the MARL-based controller aims to improve straight-line stability and curve-negotiation capabilities, which can be achieved by implementing control methodologies, including zero lateral clearance [23] and radial control [24]. Specifically, zero lateral clearance aims to maintain the geometric center alignment of the IRW with the track centerline, minimizing lateral displacement.…”

Section: Reward Shapingmentioning

confidence: 99%

Multiagent Reinforcement Learning for Active Guidance Control of Railway Vehicles with Independently Rotating Wheels

Wei,

Lu,

Yin

et al. 2024

Applied Sciences

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This paper presents a novel data-driven multiagent reinforcement learning (MARL) controller for enhancing the running stability of independently rotating wheels (IRW) and reducing wheel–rail wear. We base our active guidance controller on the multiagent deep deterministic policy gradient (MADDPG) algorithm. In this framework, each IRW controller is treated as an independent agent, facilitating localized control of individual wheelsets and reducing the complexity of the required observations. Furthermore, we enhance the MADDPG algorithm with prioritized experience replay (PER), resulting in the PER-MADDPG algorithm, which optimizes training convergence and stability by prioritizing informative experience samples. In this paper, we compare the PER-MADDPG algorithm against existing controllers, demonstrating the superior simulation performance of the proposed algorithm, particularly in terms of self-centering capability and curve-negotiation behavior, effectively reducing the wear number. We also develop a scaled IRW vehicle for active guidance experiments. The experimental results validate the enhanced running performance of IRW vehicles using our proposed controller.

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“…The motors can be externally mounted and connected to the wheelset through a gearbox (Pérez et al [137], Liang et al [139,140], Ahn et al [141], Lu et al [142] and Farhat et al [98,143]) as shown in Fig. 30 or embedded inside the wheels (Mei et al [144], Ji et al [145] and in the 'Next Generation Train' project in [124], [146][147][148][149]). The absence of additional actuators leads to a reduction in the space required by the wheelset frame, and to the possibility to provide both traction and control within the same system reducing cost and improving reliability.…”

Section: (B) Driven Independently Rotating Wheel (Dirw)mentioning

confidence: 99%

“…Using the same control approach but focusing on the synchronous motor control, Ahn et al [141] successfully showed the effectiveness of this control scheme on a 1:5 scaled test rig. A feedforward action was introduced by Grether in [147] to compensate the gyroscopic moment introduced into the system in transition curves. This concept was then used by Heckmann et al [148] in combination with a feedback control on lateral displacement, yaw angle and yaw velocity of the wheelset.…”

Section: B3 Zero Lateral Clearancementioning

confidence: 99%

Active suspension in railway vehicles: a literature survey

Giossi

Persson

et al. 2020

Rail. Eng. Science

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Since the concept of active suspensions appeared, its large possible benefits has attracted continuous exploration in the field of railway engineering. With new demands of higher speed, better ride comfort and lower maintenance cost for railway vehicles, active suspensions are very promising technologies. Being the starting point of commercial application of active suspensions in rail vehicles, tilting trains have become a great success in some countries. With increased technical maturity of sensors and actuators, active suspension has unprecedented development opportunities. In this work, the basic concepts are summarized with new theories and solutions that have appeared over the last decade. Experimental studies and the implementation status of different active suspension technologies are described as well. Firstly, tilting trains are briefly described. Thereafter, an indepth study for active secondary and primary suspensions is performed. For both topics, after an introductory section an explanation of possible solutions existing in the literature is given. The implementation status is reported. Active secondary suspensions are categorized into active and semi-active suspensions. Primary suspensions are instead divided between acting on solid-axle wheelsets and independently rotating wheels. Lastly, a brief summary and outlook is presented in terms of benefits, research status and challenges. The potential for active suspensions in railway applications is outlined.

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Dynamics of a running gear with IRWs on curved tracks for a robust control development

Cited by 6 publications

References 1 publication

Improved curving performance of an innovative two-axle vehicle: a reasonable feedforward active steering approach

Improved curving performance of an innovative two-axle vehicle: a reasonable feedforward active steering approach

Multiagent Reinforcement Learning for Active Guidance Control of Railway Vehicles with Independently Rotating Wheels

Active suspension in railway vehicles: a literature survey

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