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WeIP2.19
I. INTRODUCTION
T HE analogy between mechanical and electrical
1 network systems is well known. By comparing the
dynamic equations there are two analogies, namely the
"force-voltage" and the "force-current" analogies,
between the mechanical and electrical systems. The
former analogy was frequently used in the old times when
voltage was normally considered as electromotive force.
The later analogy is more popular now because the
current in electrical systems, as the force in mechanical
systems, is regarded as a through variable in networks.
The standard force-current analogy is illustrated in Fig. 1.
dtF
k(V2
Fdt
fcw@ntu.edu.tw).
Chung-Huang Yu is with the Institute of Rehabilitation Science and
Technology at National Yang-Ming University, 155 Li-Nang Street, Section
2, Taipei 112, Taiwan. (e-mail: chyu@ym.edu.tw).
Mong-Lon Chang was with the Mechanical Engineering Department of
National Taiwan Univeristy, and is now a research engineer with the Mitac
International corp., Taipei, Taiwan. (e-mail: r92522824@ntu.edu.tw).
Mowson Hsu was with the Mechanical Engineering Department of
National Taiwan Univeristy, and is now a research specialist with Min Aik
Technology Co.,Ltd., Taoyun, Taiwan. (e-mail: r92522818@ntu.edu.tw).
L,
F=
/e
Electrical
?S2
L Lt r~ ~(S) s
V2
bd(v2dtv-)
V1)
sprinLg
LV"
Y(S) =L
dt=!L
dt =
Y(8) = bs
v2rs)R8
-LI(V2 V1)
capacitor
0
dal r
i =Cd(V2-Vl)
bd(V2-VI)
capaistor
digd:Tenwmcaia/lcrclntwranlg[1]
1 472
WelP2.1 9
stiffness kb and damping rate Cb. The vertical reaction of
the wheel and rail track is modeled as a parallel
combination of spring kw and damper c,. The system
inputs are F, and z, which represent the vertical force and
track irregularities respectively, while the system outputs
are Zs, Zb and z, which represent the vertical displacements
of the body, bogie and wheel respectively. Three
suspension layouts, namely the conventional, parallel
and serial arrangements as illustrated in Fig. 4, are
considered in both of the Q, and Q2 cases.
I
B. Dynamic Equations
MbZb
mWzW
in which
(2)
(3)
Us- Ub,
Ub- Uw;
+ ks (Zs
s
Us(=(Z-b)
)+kb (Zb
Ub = Cb (Zb
(4)
Zb )
(5)
Zw),
(6)
uw =C(Zw Zr) +kw (Zw Zr).
Taking Laplace transformation of (1-6) results in the
transfer matrix:
-
LY(s) = RU(s),
where Y(s) [Zs Zb ]w U(s)
m
L=
s2 +CcSs + k
-css - ks
-C- k
R=O
Ps[Fs
(7)
Zr]
0
- k,b
kb + kw
Cws+kw]
1473
(a)
Zb ) .
(c)
(b)
WelP2.1 9
The above transfer functions are derived by Maple.
It is noted that the system dynamics can also be
described by the state-space form with state variables
x =[Z z Zb Zb z T . And an extra state, Zbb or
ZWW illustrated in Fig.5(c), (e) needs be used with the
serial arrangements. Actually, for complicated models,
such as the full train model, state-space representation is
more convenient than than transfer function models.
Another way to obtain the dynamic models of
complicated systems is to use multi-body system
and SimMechanics~~~TM
packages, such as AutoSimT TM
C. Performance Index
There are several indexes to evaluate performance of
train suspension systems. Among them, the passenger
comfort and system damping ratio are chosen to illustrate
the performance benefits by Inerter. The passenger
comfort index is defined as the r.m.s. of body vertical
acceleration, which was derived in [11] as:
(d)
(e)
(cbs2
+ ks)(S- Zb)
=(s
Cs + bs
-Z w )7
ebbs2
ks)Ub- w)
b
Cbcb +bs
=
(a). Optimization of J1
Using group A suspensions, the optimization results
are shown in Fig. 7, where the horizontal axis is the
1474
WeIP2.19
responses of the body vertical displacement zs to the
system inputs Fs=IN and Zr =1mm are shown in Fig. 9.
2
10-,
1.8
E 1.6
1.4
N1.5
1.2
14
In
LL
100
-Ea) 8-
60
40
E)>
~~A1
X,-
20
0.5
x
ksst
1.5
ol
2.5
x
o-
LA
0.5
10o
10o
ksst
1.5
.4
'E3
51
10o
A2
In
-1Q- _
0
0.5
ksst
1.5
----------------
051 kSt 15
2.5
ks t
10o
265
x0xlO
suspensions.
35
1.2
B3
a)
30
25
20
E3
kbSt
X l
x 10
In
T 0.8
In
0.6
04
a0
kbSt
a)
lo'
U)
x 10
ob2.5
B
'3 2
U)
B3
ofT
0.4
0.6
B1
B2
0.2
B,
1
2
3
time (sec)
06
081
02
B2
0.2100L
a)
1.41
T 1.2
8 F-
1.6
In
o'
-n4
LL
2-
oI
TZ
1n
a)
B3
-4
time (sec)
45
40
A2
of
.c 2-
0.5
time (sec)
2.5
5
X
A1
026081
A,
'b 4-
1.5
0.5
U)
2/
-'
06
04
In
E) 4
__A3
In
10
80
0
a)
time (sec)
.c 1.5-
uzs
20.5-
zo
O_
0
2
kbSt
3
x
lo'
O_
0
kbSt
10
susp(
(9)
mtyX F
I~< M,(10)
MAYi = 1475
Yt + 2filYri -
Fti
jki =
W3 Yi +
vf12
V Y>+(-2f12+a2W)y.,
(r+
,(12)
-0 Yi + M'Zi
2Kpy
M,, (-4K,Jl
) yt + (-4Cy - 2Cy )Y 1 3)
2K
+ 2K
Fsyi = -2Kpyj
WelP2.1 9
system in (9-12) are considered. When the forward
velocity V exceeds the critical speed, there will be RHP
(right-hand plane) system poles such that the system
becomes unstable. The suspension settings are modified
in several different locations, such as the longitudinal
and vertical suspensions. Finally it is found that the most
significant influence on the creep speed is to apply
inerter to the lateral suspensions. Furthermore, it is noted
that the critical speed is not increased using the parallel
arrangement. On the other hand, the serial arrangement is
more beneficial in this aspect with the critical speed
increased up to 15%. The results are illustrated in Fig. 12,
where the horizontal axis is kp, (longitudinal suspension
stiffness) in unit of N/m and the vertical axis represents
the critical speed in unit of km/hr.
800,
Yt
~t
YI
~1
Y2
~2 Vt '/~t VI '/~l
600
2]T
-0
400
._
200
-
- -
CI
Kpx
traditional
serial inerter
6
4
x
106
Fig. 12: The increase of creep speed by serial inerter in lateral suspension.
Fig. 11: The six D.O.F. full-train model for lateral stability analysis [7].
IV. Experiments
A. The Inerter Models
It is noted that inerter can be mechanically realized by
various ways [10, 11] . In [11] a rack-pinion inerter was
constructed and combined in serial with a damper-spring
set. The suspension strut was then tested on a hydraulic
platform to verify the inerter properties. In this paper, the
inerter was realized by a ball-screw set, as shown in
Fig. 13, where the two terminals and the nut are fixed
while the screw spins with the flywheel. The desired
inertance can be easily adjusted by modifying the
flywheel. A suspension strut with a parallel combination
of inerter, damper and spring is shown in Fig. 13,
are
cpx=cpy1=ON/mm,
are
f,,=2.212x103 kN, fl2=3.12kNm2, f22=16N,
f33=2.563N; the axle load is W=56kN.
Three suspension layouts illustrated in Fig. 4 are
applied to the lateral suspension design, combined with
ksy and csx. To find the critical speed, the poles of the
B. Testing Platform
To test the parallel inerter layout, a motor-driven
platform, as illustrated in Fig. 14, was constructed. The
horizontal platform is equipped with a load cell (with
100-kg maximum load and 0.02-kg resolution) and
position sensors (with 10-cm working length and 1 ptm
1476
WelP2.1 9
suspension layout with ball-screw inerter
model was constructed and experimentally
verified to match with the theoretical model at
low frequency. Although only a one-wheel
train suspension was presented in this paper,
it is discussed in [1] that for complex models,
from the two-wheel to the full-train systems,
inerter is also potentially capable of
improving the system performance.
12
k2 b3 c
x 105
-10
-o
C. Experimental Results
For the parallel arrangement of Fig. 13 with inertance b,
damping rate c and stiffness k, the theoretical transfer
function from the displacement to suspension force can
be expressed as:
G(s)
(s)
(12 z2)
(bs2 + cs + k)(4,
18
2
0
z2),
V. Conclusion
In this paper inerter has been applied to train
suspension designs. It was shown that both of
the system performance and stability are
improved by combining inerter with the
traditional suspension elements. It was noted
that the resulting suspension layouts is
passive, i.e. no energy input is required to
achieve those performance benefits. A parallel
(,)
,
200
(D
150
Frequency Hz
10
15
10
15
uz 100
(- 50
Fig. 16: Comparison of the theoretical (dashed) and practical (solid) Inerters.
References
[1].M.L. Chang, "The Application of Inerter to Train Suspension
Systems", Master Thesis, National Taiwan University, 2005.
[2].S. Evangelou, D.J.N. Limebeer, R.S. Sharp and M.C. Smith,
"Steering Compensation for High-Performance Motorcycles", 43rd
IEEE Conference on Decision and Control, Atlantis, Paradise
Island, Bahamas, December 14-17, 2004
[3].V.K. Garg, and R.V. Dukkipati. Dynamic of Railway Vehicle
System. New York: Academic Press, 1984
[4].Y. He, and J. Mcphee, "Optimization of the Lateral Stability of Rail
Vehicles", Vehicle System Dynamics, Vol.38, No.5, 361 390,
2002.
[5].M. Hsu, "The Realisations of Inerter Concepts and the Application
to Building Suspension", Master Thesis, National Taiwan
University, 2005.
[6].C.G. Koh, J.S.Y. Ong, D.K.H. Chua and J. Feng. "Moving Element
Method for Train-Track Dynamics", International Journal for
numerical methods in engineering, 56, 1549-1567, 2003.
[7].W.- S. Y. Lee and Yung-Chung Cheng, "Hunting Stability Analysis
ofHigh-Speed Railway Vehicle Trucks on Tangent Tracks", Journal
of Sound and Vibration, 282 (3-5): 881-898, 2005.
[8].L. LJUNG, System Identification Theory for the User (Second
Edition), Prentice-Hall, 1999.
[9].C. Papageorgiou and M.C. Smith "Positive Real Synthesis Using
Matrix Inequalities for Mechanical Networks: Application to
Vehicle Suspension ", 43rd IEEE Conference on Decision and
Control, Atlantis, Paradise Island, Bahamas, December 14-17,
2004.
[10].M.C. Smith. "Synthesis of Mechanical Networks: the Inerter."
IEEE Transactions on Automatic Control, 47, 1648-1662, 2002.
[11].M.C. Smith and F.-C. Wang. "Performance Bene_ts in Passive
Vehicle Suspensions Employing Inerters", Vehicle System
Dynamics 42 (4): 235-257 OCT 2004.
[12].M.C. Smith and F.-C. Wang. "Performance Bene_ts in Passive
Vehicle Suspensions Employing Inerters. ", 42nd IEEE Conference
on Decision and Control, Hawaii, USA, December 9-12, 2003.
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