1D34 Active Secondary Suspension - From idea to product (Vehicles-Dynamics)

抄録

Active secondary suspensions for railway vehicles have been studied for half a century. The number of published theoretical studies, laboratory experiments, on-track test and even implementations is huge. A few papers also aim to summarize the knowledge in state-of-the-art papers. This paper follows the development from idea to product for an active secondary suspension. Calculations and test results are shown from the different development steps. The Swedish development project "The Green Train" identified shorter travelling time as a key factor to attract more passengers as it at the same reduces cost per kilometre for the train. An active secondary lateral suspension may provide the same ride comfort as conventional trains, but at an enhanced speed. At the same time, actuator suppliers indicated that simpler and less costly actuator designs exists than until now used. Preliminary calculations using supplier actuator models showed that the performance may be sufficient. Extensive controller optimization and actuator tuning improved the calculated ride comfort further. On-track tests made on Regina 250, a Swedish test train, confirmed that the average ride comfort with active suspension at 250 km/h was the same or better than the ride comfort with passive suspension at 200 km/h. The performance goal was reached, but further adjustments were needed to make the system ready for tendering. In 2010 Bombardier offered active secondary suspension in the new high speed train ETR 1000 for Trenitalia to allow performance beyond European standards when it comes to cant deficiency and high speed. The train was officially homologated and approved for passenger service April 14 2015. Significant ride comfort improvements with active lateral suspension compared to passive suspension has been shown particularly at high speed high cant deficiency curving.