Dynamic Interactions of High Speed Tracked Air Cushion Vehicles With Their Guideways: Part I of a Parametric Study

1973 ◽  
Vol 95 (1) ◽  
pp. 76-85 ◽  
Author(s):  
S. B. Biggers ◽  
J. F. Wilson
Keyword(s):  
High Speed ◽  
Bending Moments ◽  
Passenger Compartment ◽  
Dynamic Interactions ◽  
Vehicle Load ◽  
Vehicle Mass ◽  
Air Cushion ◽  
Vehicle Motion ◽  
Frequency Ratios ◽  
Air Cushion Vehicles

The vehicle-guideway system is modeled as an arbitrary number of lumped, doubly-sprung vehicle mass systems traveling in tandem along simple supported beams. The vehicle load is transmitted to the guideway as a time-varying uniform pressure compatible with vehicle motion. Effects of the dimensionless system parameters on vehicle heave acceleration, and guideway deflections and bending moments at high vehicle speeds are evaluated. Results for a vehicle which includes pitching motion compare favorably with those for a vehicle without pitch where the front and rear masses are uncoupled. By proper choice of parameters, passenger compartment heave accelerations can be minimized, although to keep this acceleration below 0.05g for vehicles traveling 100–300 mph requires systems with low vehicle to beam mass and frequency ratios as well as low vehicle lower to upper mass ratios. The benefits of distributed air cushion pressure to vehicle and guideway design are shown. Also, if the ratio of lower to upper vehicle mass is low, a constant moving pressure conservatively predicts the guideway response.

Dynamic Interactions Between Long, High Speed Trains of Air Cushion Vehicles and Their Guideways

1971 ◽  
Vol 93 (1) ◽  
pp. 16-24 ◽  
Author(s):  
James F. Wilson ◽  
Sherrill B. Biggers
Keyword(s):  
High Speed ◽  
Span Length ◽  
Static Deflection ◽  
Dynamic Interactions ◽  
Suspension Systems ◽  
Passenger Safety ◽  
High Speed Trains ◽  
Air Cushion ◽  
Vertical Accelerations ◽  
Air Cushion Vehicles

Trains of high speed air cushion vehicles traversing simple spans are modeled as uniform pressure segments traveling at arbitrary speeds over identical Bernoulli-Euler beams. Series solutions are found for the transient span and vehicle responses where the trains overlap several spans at a time. Elastic foundation, span tension, and span damping effects are included. Conclusions reached after studying some realistic numerical examples for constant-speed trains on elevated spans are: (a) for trains which are longer than one span length, the dynamic deflection factors (maximum ratios of dynamic to static deflection at midspan) approach 2.0 at speeds between 300 and 600 mph, and occur as the end of the train approaches, midspan; (b) these dynamic deflections may be reduced by the addition of damping, by a reduction of span length, by the addition of span tension, and by an increase in span stiffness; (c) the high vertical accelerations of the vehicles, which may approach 2 g’s at speeds of 300 mph, show the need for advanced suspension systems to insure passenger safety and comfort.

Paper 2. Problems and Requirements of Directional Stability, Control and Manoeuvrability; High-Speed Craft

1972 ◽  
Vol 14 (7) ◽  
pp. 6-13
Author(s):  
M. C. Eames
Keyword(s):  
High Speed ◽  
Stability Control ◽  
Paper Briefly ◽  
Planing Craft ◽  
Stability And Control ◽  
Directional Stability ◽  
Air Cushion ◽  
And Control ◽  
Air Cushion Vehicles

The problems of stability and control of high-speed craft are somewhat different for the various vehicle types. The first part of this paper briefly compares characteristics of air-cushion vehicles and planing craft. This is followed by a more detailed discussion of the problems and requirements of hydrofoil craft.

III—The Rhyl–Hoylake Experiment

1962 ◽  
Vol 15 (4) ◽  
pp. 369-374
Author(s):  
L. R. Colquhoun
Keyword(s):  
High Speed ◽  
Air Cushion ◽  
Air Cushion Vehicles

This paper has been written with the SRN-2 and VA-3 type of craft in mind; they are basically over water craft but with a capability of operating over land for the purpose of embarking or disembarking passengers and freight or of crossing mud flats or sandbanks. Immersed sidewall craft have not been considered since their problems are similar to those of high-speed launches. Overland air-cushion vehicles will, as Mr. Lamb has pointed out, most likely operate over prepared routes and therefore navigation should not present any problems.The main advantage offered by air-cushion craft is speed. The second advantage is its amphibious capability. Because of this an air-cushion craft can operate routes that are out of the question for any other kind of vehicle except perhaps a helicopter. An example of such a route is the proposed Rhyl–Hoylake ferry, which at low water is almost an overland route.

scholarly journals Impact of fractional order methods on optimized tilt control for rail vehicles

2017 ◽  
Vol 20 (3) ◽  
Author(s):  
Fazilah Hassan ◽  
Argyrios Zolotas
Keyword(s):  
Fractional Order ◽  
High Speed ◽  
Control Design ◽  
Ride Quality ◽  
Dynamic Interactions ◽  
High Speed Rail ◽  
Control Applications ◽  
Railway Systems ◽  
Methods Analytical ◽  
The Impact

AbstractAdvances in the use of fractional order calculus in control theory increasingly make their way into control applications such as in the process industry, electrical machines, mechatronics/robotics, albeit at a slower rate into control applications in automotive and railway systems. We present work on advances in high-speed rail vehicle tilt control design enabled by use of fractional order methods. Analytical problems in rail tilt control still exist especially on simplified tilt using non-precedent sensor information (rather than use of the more complex precedence (or preview) schemes). Challenges arise due to suspension dynamic interactions (due to strong coupling between roll and lateral dynamic modes) and the sensor measurement. We explore optimized PID-based non-precedent tilt control via both direct fractional-order PID design and via fractional-order based loop shaping that reduces effect of lags in the design model. The impact of fractional order design methods on tilt performance (track curve following vs ride quality) trade off is particularly emphasized. Simulation results illustrate superior benefit by utilizing fractional order-based tilt control design.

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