Traction and curving behaviour of a railway bogie

Grassie, Stuart L.; Elkins, J A

doi:10.1080/00423110600907451

Cited by 20 publications

(22 citation statements)

References 7 publications

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“…These influences are illustrated in Fig. 10 [31,32], which shows the traction ratio at both wheels on leading and trailing axles of a bogie as a function of curve radius and for two values of applied traction. The traction ratio shown comprises components from both curving and applied traction (T /N = 0 for a coasting vehicle; T /N = 0.28 for a locomotive or metro vehicle with half the axles motored).…”

Section: Causementioning

confidence: 99%

Rail corrugation: Characteristics, causes, and treatments

Grassie¹

2009

Proceedings of the Institution of Mechanical Engineers, Part F:

244

168

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Rail corrugation is a phenomenon of great diversity but appears now to be substantially understood. This review proposes some differences in classification of the phenomenon to take account of work undertaken since a widely cited review was published by Grassie and Kalousek in 1993, it attempts to fill holes in an overall understanding of the problem, and answers questions that remained open in 1993 and several that have arisen since. All types of corrugation that have been documented to date are essentially constant-frequency phenomena. By treating the vehicle-track system in its entirety, treatments are proposed that impinge upon track and vehicle design as well as upon the wheel-rail interface where corrugation appears. There is no neat solution to rail corrugation, but it can be treated comprehensively and in many cases also prevented by using products that are already commercially available. Since the frequency of common wavelength-fixing mechanisms varies roughly in the range 50-1200 Hz, trains travelling at different speeds can produce corrugation of substantially similar wavelength by different mechanisms in different locations. Although historical data can no longer be checked, this is the most likely explanation of the belief that rail corrugation was a substantially constant-wavelength phenomenon.

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Section: Causementioning

confidence: 99%

Rail corrugation: Characteristics, causes, and treatments

Grassie¹

2009

Proceedings of the Institution of Mechanical Engineers, Part F:

244

168

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“…Most steering bogie research has focused on high speed design and consequentially ignored the difficulties of high traction. Grassie and Elkins [21] found that the onset of wheel slip at any wheel tread in a yaw relaxation bogie causes the loss of the lateral and longitudinal creep forces required for yawing the wheelset and hence the loss of effective steering. Grassie and Elkins [21] concluded that at high traction requirements the passive steering (yaw relaxation) bogies essentially behave the same as a rigid bogie.…”

Section: Introductionmentioning

confidence: 99%

“…Relatively little public literature is available on the curving performance under traction [3,21]. Studies on self-steering [3,22] or forced steering bogies [17] of locomotives are uncommon.…”

Section: Introductionmentioning

confidence: 99%

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Parametric simulation study of traction curving of three axle steering bogie designs

Simson

Cole

2008

Vehicle System Dynamics

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“…One example is the two axle DC283 bogie of Hokkaido Railway Company which has operated on a limited express train since 1997 [8]. Passive steering bogies have been shown to have deteriorated steering when operating traction forces are high [7,9,10]. Forced steered bogies maintain partial steering on curves as traction approaches creep saturation, while other passive bogie designs, such as self-steering and yaw relaxation bogies deteriorate to rigid bogie performance levels.…”

Section: Introductionmentioning

confidence: 99%

Simulation of active steering control for curving under traction in hauling locomotives

Simson

Cole

2010

Vehicle System Dynamics

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Active steering control in the form of secondary yaw control (SYC) and actuated wheelset yaw (AWY) have been in prototype development. This paper presents a new active steering bogie design, actuated yaw force steering (AY-FS), that is able to steer under high traction loads in tight curves. The AY-FS bogie design is compared with the AWY design. The steering performance AWY under high traction loads has not been previously reported. This paper examines five control methods, three for AWY and two for AY-FS bogies and assesses the traction curving and stability control performance of the alternative designs and control methods compared with each other and to passive steering bogie designs. The curving performance results showed considerable advantage in the proposed AY-FS bogies over the AWY. It was shown that control must be applied to both the yaw angle and the steering angle of the bogie to achieve the best traction steering performance which was not possible with the AWY bogies. The proposed new bogie designs of AY-FS overall give better traction curving and stability performance than the AWY designs.

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Traction and curving behaviour of a railway bogie

Cited by 20 publications

References 7 publications

Rail corrugation: Characteristics, causes, and treatments

Rail corrugation: Characteristics, causes, and treatments

Parametric simulation study of traction curving of three axle steering bogie designs

Simulation of active steering control for curving under traction in hauling locomotives

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