Relevant bibliographies by topics / Bogie rotation friction

Academic literature on the topic 'Bogie rotation friction'

Author: Grafiati
Published: 10 December 2022
Last updated: 19 February 2023

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Journal articles on the topic "Bogie rotation friction"

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Shi, Yan, Miao Li, Weihua Ma, and Kang Chen. "Dynamic of Friction Coupling Independently Rotating Wheels for High Speed." Shock and Vibration 2017 (2017): 1–8. http://dx.doi.org/10.1155/2017/7456598.

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A new lateral coupling structure with independently rotating wheels (IRW) is proposed, and longitudinal creepage is obtained by replacing the gear pair with the friction pair to synchronize the rotation speed of left and right wheels. The auxiliary wheelset made up of two friction wheels can be placed either under the primary suspension or on the frame. Vehicles dynamics models with three different kinds of bogies are developed, including friction coupling bogie with independently rotating wheels (FCIRW-bogie), bogie with independently rotating wheels (IRW-bogie), and bogie with rigid wheelsets, and their guiding and resetting capability when negotiating large-radius curves are compared and analyzed. Results show that FCIRW has the advantages of both IRW and rigid wheelset. On the straight track, FCIRW has sufficient wheel-rail longitudinal creep force to assist the reset; its critical speed is much higher than that of the rigid wheelset. On the curved track, the whole vehicle wear power of FCIRW-bogie vehicle is about 2/3 of the rigid axle level.
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Kalivoda, Jan. "Simulation of Active Wheelset Steering for an Electric Locomotive." MATEC Web of Conferences 357 (2022): 03004. http://dx.doi.org/10.1051/matecconf/202235703004.

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Reduction of the force interaction between vehicle and track is strongly desirable for many reasons. Because conventional methods of reduction of wheel-rail contact forces, based on tuning of vehicle suspension parameters or utilising various mechanisms acting between wheelsets, bogie-frames and car-body, reach their limits, active controlled systems are becoming a promising solution of the problem. The paper is created within the project which aim is to design a system of active wheelset steering for an electric four-axle locomotive. The project consists of three main stages: multibody simulations, scaled roller rig experiments and field tests. One of the important elements of wheelset steering system is the estimation of the actual track curvature. The paper focuses on the track curvature calculation based on the rotation of the bogies towards the bogie-frame. The method of track curvature calculation is proposed and assessed across varying track radiuses, vehicle speeds and friction conditions.
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Filippov, Viktor, Aleksandr Petrov, Elena Kurzina, and Angelina Kurzina. "WAYS TO REDUCE THE WEAR OF WHEEL FLANGES IN FREIGHT BOGIES." Transport engineering 2022, no. 8 (August 7, 2022): 44–55. http://dx.doi.org/10.30987/2782-5957-2022-8-44-55.

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The study objective is to reduce the number of cases of current uncoupling repairs and operational costs associated with defects in wheel flanges of freight cars in conditions of increasing linear and axial loads and speeds. The paper is devoted to solving the problem of improving the interaction of the friction-mechanical system "wheel-rail" in curved sections of the track by reducing the anti-torque in the places of the supports of the car body on bogies. Computational and experimental research methods are used. The novelty of the work is that rational friction pairs in the unit of center plate – female center plate, friction and strength characteristics of composite polymer materials for installation in the support units of the car are experimentally determined; there are also calculated the moments of resistance forces to the bogie turning from the real values of the friction factors for different variants of supporting the car body, simulating the passage of transition and circular curves. As a result, the following is found: the lowest friction factor of 0.11 is shown by a pair of friction – metal-glass-filled polyamide 6, which reduces the moment of resistance to rotation when fully supported by a female center plate by 2.91 times, and when implemented on a side bearing, the total anti-torque also decreases by 2.91 times; the wearing of glass–filled polyamides by 2.5 two times lower than for other modifications, and hardness increases with an increase of glass fiber in the structure. This leads to making the following conclusions: a rational pair of friction in the unit of center plate – female center plate is metal - glass–filled polyamide 6; to reduce the wear of flanges in curved sections of the track, it is advisable to implement a simultaneous reduction in friction factor in the areas of female centre plate and side bearings for free rotation of the bogie in curves; Currently developed composite polymer materials, which simultaneously have high strength and anti-friction properties (polyamides modified with fiber glass, molybdenum disulfide, fullerene fillers), can have a positive effect on solving the problem of wear of wheel flanges.
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Filippov, Viktor, Aleksandr Petrov, Elena Kurzina, and Angelina Kurzina. "WAYS TO REDUCE THE WEAR OF WHEEL FLANGES IN FREIGHT BOGIES." Transport engineering 2022, no. 8 (August 7, 2022): 44–55. http://dx.doi.org/10.30987/2782-5957-2022-8-44-55.

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The study objective is to reduce the number of cases of current uncoupling repairs and operational costs associated with defects in wheel flanges of freight cars in conditions of increasing linear and axial loads and speeds. The paper is devoted to solving the problem of improving the interaction of the friction-mechanical system "wheel-rail" in curved sections of the track by reducing the anti-torque in the places of the supports of the car body on bogies. Computational and experimental research methods are used. The novelty of the work is that rational friction pairs in the unit of center plate – female center plate, friction and strength characteristics of composite polymer materials for installation in the support units of the car are experimentally determined; there are also calculated the moments of resistance forces to the bogie turning from the real values of the friction factors for different variants of supporting the car body, simulating the passage of transition and circular curves. As a result, the following is found: the lowest friction factor of 0.11 is shown by a pair of friction – metal-glass-filled polyamide 6, which reduces the moment of resistance to rotation when fully supported by a female center plate by 2.91 times, and when implemented on a side bearing, the total anti-torque also decreases by 2.91 times; the wearing of glass–filled polyamides by 2.5 two times lower than for other modifications, and hardness increases with an increase of glass fiber in the structure. This leads to making the following conclusions: a rational pair of friction in the unit of center plate – female center plate is metal - glass–filled polyamide 6; to reduce the wear of flanges in curved sections of the track, it is advisable to implement a simultaneous reduction in friction factor in the areas of female centre plate and side bearings for free rotation of the bogie in curves; Currently developed composite polymer materials, which simultaneously have high strength and anti-friction properties (polyamides modified with fiber glass, molybdenum disulfide, fullerene fillers), can have a positive effect on solving the problem of wear of wheel flanges.
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Kalivoda, Jan, Petr Bauer, and Zdeněk Novák. "Assessment of Active Wheelset Steering System Using Computer Simulations and Roller Rig Tests." Applied Sciences 11, no. 24 (December 10, 2021): 11727. http://dx.doi.org/10.3390/app112411727.

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The paper is created within a project which aims to design a system of active wheelset steering for an electric four-axle locomotive. The wheelset steering system enables reduction in forces acting in the wheel-rail contacts in a curved track and consequently a reduction in wear and maintenance costs of both vehicles and rails is achieved. The project consists of three main parts: computer simulations, scaled roller rig experiments, and field tests. The paper is focused on the fundamental aspects of the first and the second part on the project. Track curvature estimation based on the rotation of the bogies towards the car body is proposed and assessed by computer simulations across varying track radiuses, vehicle speeds, and friction conditions. The scaled roller rig has been innovated in order to simulate bogie run in a curved track with uncompensated value of lateral acceleration and instrumented with a system of measurement of lateral wheel-rail forces. The experimental bogie has been equipped with systems of active wheelset steering and measurement of axle-box forces. The experiment setup, newly developed and applied systems of forces measurement and wireless signal transmission, and results of the first experiments are described in detail. Performed computer simulations and scaled roller rig experiments show that active wheelset steering is effective and practically implementable method of reducing guiding forces acting between railway vehicle wheels and rails in a curved track.
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MIKHAILOV, Evgeny, Stanislav SEMENOV, Hanna SHVORNIKOVA, Ján DIŽO, Miroslav BLATNICKÝ, Paweł DROŹDZIEL, and Kateryna KRAVCHENKO. "POSSIBILITIES OF IMPROVING A RAIL VEHICLE RUNNING SAFETY WITH INDEPENDENTLY ROTATING WHEELS." Scientific Journal of Silesian University of Technology. Series Transport 115 (June 30, 2022): 93–106. http://dx.doi.org/10.20858/sjsutst.2022.115.7.

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This work is focused on the possible ways of improving the running safety of a railway vehicle, which uses IRWs (independently rotating wheels) in a bogie. It discusses the main positive and negative properties of an application of IRWs for a railway vehicle while it is running in a curve. There are evaluated running properties of a railway vehicle in terms of safety for IRWs and a standard wheelset (SW). It is assumed that a wheelset design with IRWs will reduce the risk of derailment of a railway vehicle in a curve with a smaller radius because it will be reached a more favourable distribution of decisive forces in the wheel/rail contact. A designed wheelset with IRWs differs from other IRWs designs; in this case, only a flange can rotate independently from a wheel treat surface about the axis of rotation. Further, this research presents an analysis of a friction forces distribution of the friction forces in a contact of a flange and a rail head and a comparison with an SW. The obtained results allow concluding that it is advisable to use the wheels with the perspective wheel design (including independently rotating) to reduce the resistance to movement and improve the running properties of a railway vehicle for safety.
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Mikhailov, Evgeny, Stanislav Semenov, Hanna Shvornikova, Juraj Gerlici, Maxim Kovtanets, Ján Dižo, Miroslav Blatnický, and Jozef Harušinec. "A Study of Improving Running Safety of a Railway Wagon with an Independently Rotating Wheel’s Flange." Symmetry 13, no. 10 (October 17, 2021): 1955. http://dx.doi.org/10.3390/sym13101955.

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The main objective of this work is to study the possibilities of improving the running safety of a railway wagon with independently rotating wheels by changing their design symmetrically mounted on an axle. The article provides a discussion of the advantages and disadvantages of using the independently rotating wheels in a bogie of railway wagons. Their increasing tendency of derailment is described. The influence of a perspective constructive scheme (PKS) of railway wagon wheels in comparison with a traditional constructive scheme (TKS) on running safety due to the climbing of a wheel flange onto a rail is studied. This work introduces a conceptual proposition of a technical solution to railway wheel design as well as containing the results of both analytical calculations as well as the results of multibody simulations. A PKS wheel design for a railway wheel is designed that allows independent rotation of its tread surface and of a guiding surface (i.e., of a flange) to each other, which both are arranged symmetrically on a wheelset axle. It brings features of the distribution of friction forces generating in a flange contact when the wheel with a TKS and with PKS move on a rail. It is possible to conclude with the help of the obtained results that the use of wheels with the PKS is advisable for the reduction of the running resistance as well as for increasing the running safety of railway wagons.
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Sun, Y. Q., and C. Cole. "Finite Element Modeling and Analysis of Friction-Wedge Dampers During Suspension Pitch Modes." Journal of Vibration and Acoustics 130, no. 2 (January 30, 2008). http://dx.doi.org/10.1115/1.2827369.

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A two-dimensional finite element model has been developed to investigate the friction damping characteristics of suspensions with so-called “constant-damping” friction wedges widely used in three-piece bogie wagons in Australia. The model was used to simulate the suspension during pitch modes. The simulation results show that the friction damping force in the suspension pitch modes is dependent on the friction conditions on the wedge contact surfaces, wagon speed, and the wedge shape and elasticity effects including the stuck state. The suspension pitch movements of a three-piece bogie with dry friction wedges can cause wedge rotation and partial separation of wedge contacting surfaces, which seriously affects the wedge friction damping effectiveness. The curved shape of wedge angular surface can significantly improve the friction damping characteristics of three-piece bogie suspensions.
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Pais, Mr Sharan L., Manoj Kumar M, Namratha, Mayoori K. Bhat, and Vibha Mohan. "Shrimp Robot Mechanism." International Journal of Advanced Research in Science, Communication and Technology, November 19, 2021, 222–27. http://dx.doi.org/10.48175/ijarsct-2103.

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The Shrimp rover is highly suitable for planetary exploration missions because of its unconventional wheel order, in-built passive adaptability and good ability to climb obstacles. It is a spatial multi-body system and a multi-variable, multi-parameter coupled non-linear system. Thus, kinematic and dynamic analyses for such systems are complex and time consuming. Long-range robotic missions for Martian exploration imply a high degree of autonomy. The most advanced locomotion concepts are based on wheels or caterpillars (e.g. Sojourner, NASA or Nanokhod, ESA). These rovers have clear advantages regarding power efficiency and complexity if compared with walking robots. However, they still have quite limited climbing abilities. Typically they can only overcome obstacle smaller than their wheel size. In this paper we present Shrimp, an innovative long range rover architecture with 6 motorized wheels. Using a rhombus configuration, the rover has a steering wheel in both, the front and the rear, and two wheels arranged on a bogie on each side. The front wheel has a spring suspension to guarantee optimal ground contact of all wheels at any time. The steering of the rover is realized by synchronizing the steering of the front and rear wheel and the speed difference of the bogie wheels. This allows for high precision maneuvers and even turning on the spot with minimum slip. The use of parallel articulations for the front wheel and the bogies enables to set a virtual centre of rotation at the level of the wheel axis while maintaining a high ground clearance. This insures maximum stability and climbing abilities even for relatively low friction coefficients between the wheel and the ground. This rover is able to passively overcome unstructured obstacles of up to two times its wheel diameter. With this high mobility, this architecture is the perfect candidate for long range planetary missions.
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Ji, Yuanjin, Youpei Huang, Han Leng, Lihui Ren, Jinsong Zhou, and Dao Gong. "Dynamic characteristics and friction torque design method for bogies with friction coupling independently rotating wheelsets." Vehicle System Dynamics, December 15, 2020, 1–27. http://dx.doi.org/10.1080/00423114.2020.1857411.

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Dissertations / Theses on the topic "Bogie rotation friction"

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(9825794), Michelle Pearce. "Railway operational benefits from bogie rotation friction management: Numerical simulations of bogie dynamics." Thesis, 2006. https://figshare.com/articles/thesis/Railway_operational_benefits_from_bogie_rotation_friction_management_Numerical_simulations_of_bogie_dynamics/20341539.

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 The purpose of this project was to prove or disprove the hypothesis that wheel and rail wear, and incidents of wheel squeal increase with increasing bogie rotation friction, while decreasing bogie rotation friction leads to increased incidents of hunting and increased wheel and rail wear. Therefore for any given combination of factors (vehicle type, curve radius, wheel profile, etc) an optimal bogie rotation friction level should exist at which incidents of hunting and wheel squeal are eliminated and wheel and rail wear is minimised. 

In order to test the hypothesis a literature review was first undertaken. The purpose of the review was to examine the results from previous similar projects and identify any areas that may be improved upon in order to achieve the most accurate results. As a result of the literature review the simulation vehicle model was designed. Past studies featured a three-dimensional wagon body with the centre bowl connection modelled as a single spring, or the centre bowl was modelled in isolation. However for this project the vehicle included a centre bowl connection modelled using centre plate springs evenly distributed across the top centre, and plate and rim friction on the centre bowl, radial bumpstops around the rim and a vertical restraint from the cotter pin. Additional features of the simulation vehicle model were friction wedges, in order to properly represent the damping present at the spring nest connection, and a non -circular top centre, to reflect the design currently used by QR (Queensland Rail). 


The remainder of the project focussed on computer simulations of the vehicle model using different combinations of parameters (vehicle type, curve radius, wheel profile, centre bowl friction and loading condition) to examine the way that the vehicle behaviour responded. The vehicle response was determined by measuring the wheelset lateral position, wheelset angle of attack and wear index (calculated using creep force and creepage). 


The first series of simulations were used to prove that the centre bowl friction levels could be determined using wayside monitoring equipment provided that particular conditions were met. Provided that the vehicle was travelling through an area of constant curvature (not in transition or tangent), in 75% of cases the centre bowl friction level to lateral position relationship was relatively linear. Therefore after initial studies to calibrate the system according to the curve radius and type of vehicle it would be possible to calculate the centre bowl friction using wayside monitoring equipment. However if the system was limited to curves with a radius larger than 800m, the accuracy of the system increased to 83% of cases following a linear relationship.   

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Conference papers on the topic "Bogie rotation friction"

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Ballew, B., B. J. Chan, and C. Sandu. "Three-Piece Half-Truck Multibody Dynamics Models for Freight Train Suspensions." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63055.

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A three-piece bogie acts as a support for the freight train car bodies so that they can run on straight and curved tracks. It also absorbs the vibrational energy generated by the track. The three main parts of a traditional three-piece bogie are two side frames and a bolster. The side frames run parallel to the rails and are connected to each other by the bolster, which runs perpendicular to the rail. The side frames are connected to the axles, which are directly connected to the wheels that run on the track through the primary suspension. The primary suspension includes the bearing adapter and pedestal roof. The secondary suspension, which includes the friction wedge and load coils, connects and provides damping on each end of the bolster at its intersection with the side frame. Moreover, the friction wedge aids in warp resistance of the bogie. Because of the wedge’s non-linear frictional characteristics and load sensitive behavior, accurately capturing its dynamics in a computational model proves difficult. Previous work at the Railway Technology Laboratory (RTL) at Virginia Tech focused on better capturing the dynamics of the friction wedge modeled as a 3D rigid body. The current study extends that work to a half-truck model treated as an application of multibody dynamics with unilateral contact to model the friction wedge interactions with the bolster and the side frame. The half-truck model created in MATLAB is a 3D, dynamic, stand-alone model comprised of four rigid bodies: a bolster, two friction wedges, and a side frame assembly. The model allows each wedge four degrees of freedom: vertical displacement, longitudinal displacement (between the bolster and side frame), pitch (rotation around the lateral axis), and yaw (rotation around the vertical axis). The bolster and the side frame have only a vertical translation degree of freedom. The geometry of these bodies can be adjusted for various simulation scenarios. The bolster can be initialized with a pre-defined static yaw (rotation around the vertical axis) and the side frame may be initialized with a predefined pitch/toe geometry (rotation around the lateral axis). The model simulation results have been compared with results from NUCARS®, an industrially used train modeling software developed by the Transportation Technology Center, Inc., for similar inputs.
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