FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY
Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are...
Ausführliche Beschreibung
Gespeichert in:
| Autor*in: |
Smith, R.E. [verfasserIn] |
|---|
| Format: |
E-Artikel |
|---|---|
| Sprache: |
Englisch |
| Erschienen: |
2011 |
|---|
| Übergeordnetes Werk: |
Enthalten in: Vehicle system dynamics - London [u.a.] : Taylor & Francis, 1972, 17(1988), Suppl 1, Seite 423-434 |
|---|---|
| Übergeordnetes Werk: |
number:Suppl 1 ; volume:17 ; year:1988 ; pages:423-434 |
| Links: |
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| DOI / URN: |
10.1080/00423118808969283 |
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NLEJ252406656 |
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| 520 | |a Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. | ||
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10.1080/00423118808969283 doi (DE-627)NLEJ252406656 (TFO)780902676 DE-627 ger DE-627 rda eng Smith, R.E. verfasserin aut FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY 2011 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. Enthalten in Vehicle system dynamics London [u.a.] : Taylor & Francis, 1972 17(1988), Suppl 1, Seite 423-434 Online-Ressource (DE-627)NLEJ252402774 (DE-600)1475863-5 (DE-576)091014697 1744-5159 nnns number:Suppl 1 volume:17 year:1988 pages:423-434 https://www.tib.eu/de/suchen/id/tandf%3Ab6bb9872e27b6e88fb1211d82aea0a090dc6cc42 Digitalisierung Deutschlandweit zugänglich ZDB-1-TFO GBV_NL_ARTICLE AR Suppl 1 17 1988 423-434 |
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10.1080/00423118808969283 doi (DE-627)NLEJ252406656 (TFO)780902676 DE-627 ger DE-627 rda eng Smith, R.E. verfasserin aut FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY 2011 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. Enthalten in Vehicle system dynamics London [u.a.] : Taylor & Francis, 1972 17(1988), Suppl 1, Seite 423-434 Online-Ressource (DE-627)NLEJ252402774 (DE-600)1475863-5 (DE-576)091014697 1744-5159 nnns number:Suppl 1 volume:17 year:1988 pages:423-434 https://www.tib.eu/de/suchen/id/tandf%3Ab6bb9872e27b6e88fb1211d82aea0a090dc6cc42 Digitalisierung Deutschlandweit zugänglich ZDB-1-TFO GBV_NL_ARTICLE AR Suppl 1 17 1988 423-434 |
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10.1080/00423118808969283 doi (DE-627)NLEJ252406656 (TFO)780902676 DE-627 ger DE-627 rda eng Smith, R.E. verfasserin aut FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY 2011 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. Enthalten in Vehicle system dynamics London [u.a.] : Taylor & Francis, 1972 17(1988), Suppl 1, Seite 423-434 Online-Ressource (DE-627)NLEJ252402774 (DE-600)1475863-5 (DE-576)091014697 1744-5159 nnns number:Suppl 1 volume:17 year:1988 pages:423-434 https://www.tib.eu/de/suchen/id/tandf%3Ab6bb9872e27b6e88fb1211d82aea0a090dc6cc42 Digitalisierung Deutschlandweit zugänglich ZDB-1-TFO GBV_NL_ARTICLE AR Suppl 1 17 1988 423-434 |
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10.1080/00423118808969283 doi (DE-627)NLEJ252406656 (TFO)780902676 DE-627 ger DE-627 rda eng Smith, R.E. verfasserin aut FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY 2011 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. Enthalten in Vehicle system dynamics London [u.a.] : Taylor & Francis, 1972 17(1988), Suppl 1, Seite 423-434 Online-Ressource (DE-627)NLEJ252402774 (DE-600)1475863-5 (DE-576)091014697 1744-5159 nnns number:Suppl 1 volume:17 year:1988 pages:423-434 https://www.tib.eu/de/suchen/id/tandf%3Ab6bb9872e27b6e88fb1211d82aea0a090dc6cc42 Digitalisierung Deutschlandweit zugänglich ZDB-1-TFO GBV_NL_ARTICLE AR Suppl 1 17 1988 423-434 |
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10.1080/00423118808969283 doi (DE-627)NLEJ252406656 (TFO)780902676 DE-627 ger DE-627 rda eng Smith, R.E. verfasserin aut FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY 2011 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. Enthalten in Vehicle system dynamics London [u.a.] : Taylor & Francis, 1972 17(1988), Suppl 1, Seite 423-434 Online-Ressource (DE-627)NLEJ252402774 (DE-600)1475863-5 (DE-576)091014697 1744-5159 nnns number:Suppl 1 volume:17 year:1988 pages:423-434 https://www.tib.eu/de/suchen/id/tandf%3Ab6bb9872e27b6e88fb1211d82aea0a090dc6cc42 Digitalisierung Deutschlandweit zugänglich ZDB-1-TFO GBV_NL_ARTICLE AR Suppl 1 17 1988 423-434 |
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forced-steered truck and vehicle dynamic modes-resonance effects due to car geometry |
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FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY |
| abstract |
Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. |
| abstractGer |
Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. |
| abstract_unstemmed |
Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour. |
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<?xml version="1.0" encoding="UTF-8"?><collection xmlns="http://www.loc.gov/MARC21/slim"><record><leader>01000naa a22002652 4500</leader><controlfield tag="001">NLEJ252406656</controlfield><controlfield tag="003">DE-627</controlfield><controlfield tag="005">20231206142134.0</controlfield><controlfield tag="007">cr uuu---uuuuu</controlfield><controlfield tag="008">231206s2011 xx |||||o 00| ||eng c</controlfield><datafield tag="024" ind1="7" ind2=" "><subfield code="a">10.1080/00423118808969283</subfield><subfield code="2">doi</subfield></datafield><datafield tag="035" ind1=" " ind2=" "><subfield code="a">(DE-627)NLEJ252406656</subfield></datafield><datafield tag="035" ind1=" " ind2=" "><subfield code="a">(TFO)780902676</subfield></datafield><datafield tag="040" ind1=" " ind2=" "><subfield code="a">DE-627</subfield><subfield code="b">ger</subfield><subfield code="c">DE-627</subfield><subfield code="e">rda</subfield></datafield><datafield tag="041" ind1=" " ind2=" "><subfield code="a">eng</subfield></datafield><datafield tag="100" ind1="1" ind2=" "><subfield code="a">Smith, R.E.</subfield><subfield code="e">verfasserin</subfield><subfield code="4">aut</subfield></datafield><datafield tag="245" ind1="1" ind2="0"><subfield code="a">FORCED-STEERED TRUCK AND VEHICLE DYNAMIC MODES-RESONANCE EFFECTS DUE TO CAR GEOMETRY</subfield></datafield><datafield tag="264" ind1=" " ind2="1"><subfield code="c">2011</subfield></datafield><datafield tag="336" ind1=" " ind2=" "><subfield code="a">Text</subfield><subfield code="b">txt</subfield><subfield code="2">rdacontent</subfield></datafield><datafield tag="337" ind1=" " ind2=" "><subfield code="a">Computermedien</subfield><subfield code="b">c</subfield><subfield code="2">rdamedia</subfield></datafield><datafield tag="338" ind1=" " ind2=" "><subfield code="a">Online-Ressource</subfield><subfield code="b">cr</subfield><subfield code="2">rdacarrier</subfield></datafield><datafield tag="520" ind1=" " ind2=" "><subfield code="a">Steered axle trucks exhibit modes of dynamic behaviour which are unique. Among these are a set of modes in which the steering linkage directly couples axle and body yaw motions. These modes typically occur at quite low speeds with moderate to low conicity wheels (con = 0.05 to 0.10). These modes are usually susceptible to modification by changes in either the steering geometry or the secondary suspension parameters. A rail vehicle was built in which the secondary suspension stiffness was considerably greater than had been designed for, with the result that it exhibited low speed instability with substantial body yaw motions. Analytical predictions showed that this effect should be expected and modification of the suspension stiffness eliminated the instability thus verifying the analysis. At a higher speed the modified car showed excessive motions in an upper centre roll mode. This was not expected from the eigenanalysis results. A hypothesis is proposed, which is supported by all analysis and test results obtained so far. that the effect of the truck spacing on the car is to filter the random track inputs and reinforce certain frequencies. The carbody suspension then responds in resonant fashion to these forcing frequencies even though the modal damping is sufficient to avoid the possibility of unstable behaviour.</subfield></datafield><datafield tag="773" ind1="0" ind2="8"><subfield code="i">Enthalten in</subfield><subfield code="t">Vehicle system dynamics</subfield><subfield code="d">London [u.a.] : Taylor & Francis, 1972</subfield><subfield code="g">17(1988), Suppl 1, Seite 423-434</subfield><subfield code="h">Online-Ressource</subfield><subfield code="w">(DE-627)NLEJ252402774</subfield><subfield code="w">(DE-600)1475863-5</subfield><subfield code="w">(DE-576)091014697</subfield><subfield code="x">1744-5159</subfield><subfield code="7">nnns</subfield></datafield><datafield tag="773" ind1="1" ind2="8"><subfield code="g">number:Suppl 1</subfield><subfield code="g">volume:17</subfield><subfield code="g">year:1988</subfield><subfield code="g">pages:423-434</subfield></datafield><datafield tag="856" ind1="4" ind2="0"><subfield code="u">https://www.tib.eu/de/suchen/id/tandf%3Ab6bb9872e27b6e88fb1211d82aea0a090dc6cc42</subfield><subfield code="x">Digitalisierung</subfield><subfield code="z">Deutschlandweit zugänglich</subfield></datafield><datafield tag="912" ind1=" " ind2=" "><subfield code="a">ZDB-1-TFO</subfield></datafield><datafield tag="912" ind1=" " ind2=" "><subfield code="a">GBV_NL_ARTICLE</subfield></datafield><datafield tag="951" ind1=" " ind2=" "><subfield code="a">AR</subfield></datafield><datafield tag="952" ind1=" " ind2=" "><subfield code="e">Suppl 1</subfield><subfield code="d">17</subfield><subfield code="j">1988</subfield><subfield code="h">423-434</subfield></datafield></record></collection>
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