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Systems and Fundamentals of Vehicle
Steering and Stability
Ralph Schorr, PE
Senior Product Development Engineer
Vehicle/Truck Dynamicist
1
Course Agenda
• Truck Nomenclature
• Wheel/rail influences
• Truck Dynamics
– Physics
• Truck Types
• AAR M‐976
• Truck Maintenance
2
Truck Nomenclature (Bogie)
3-piece truck
Friction Wedge or Shoe Sideframe
Wheel
Adapter
Spring Group Adapter Pad
CCSB
Bolster
Control Springs
Load Springs Axle
Bearing
3
Truck Nomenclature
Brake Beam Guide
Pedestal Roof
Column Wear Plate Thrust Lugs
Center Bowl
Side Bearing Pad
Bolster/Friction
Pocket
Brake Rod Openings Gibs
4
Suspension
Nomenclature Bolster
Friction Wedge or Shoe
Load Springs
Side Frame
Control Springs
5
North American Freight Car
Systems
Capacity GRL Bearing Wheel Diameter
Tons Lbs. Size Inches
70 220,000 Class E 33
100 263,000 Class F 36
110 286,000 Class K 36
125 315,000 Class G 38
6
Contact Patch area
Comparison of Wheel/Rail contact area of
AAR-1B-WF
200
180
160
140
100
80
loaded 263k (29.8mt)
60
40
empty 40k(6.8mt)
20
-50 0 50
Lateral position in mm
7
Dynamic Influences
• Speed
• Wheel to Rail Contact
• Track Input
• Mass/Inertias (Car Body, Truck Components)
• Friction
• Spring Suspension
• Suspension Dampening
8
Multimode Dynamics Software
9
Critical Attributes of the Wheel/Rail
1. Wheel set back‐to‐back dimension
2. Wheel Profile of both wheels
3. Wheel tapeline of both wheels
4. Rail Gauge (I.E. gauge point)
5. Rail Profile of both rails
6. Rail cant or inward tilt of each rail
10
10
Why do wheels have Conicity?
*Curtis Urbin of TTCI
11
Wheels conicity in service
12
12
Conicity and Rolling Radius
• Slope angle at point of contact
• Rolling Radius Difference EC = 0.050
Contact angle = 2.85°
• Effect of Wear on rail and wheel
AAR‐1B‐WF on AREMA A136 railhead
13
13
Hertzian Contact Patch ‐ Creep theory
AAR‐1B‐WF 4mm hollow wheel
on new 136# rail on TTCI ttt track
Contact Patch Issues:
Steering Force
Lateral Force
* Creep theory
14
Contact Patch in curves
TPD rail profile with “average” worn wheel
Low rail profile High rail profile
Angle of high rail
contact = 6.65°
RRD = ‐0.11 mm
Low rail profile High rail profile
Angle of high rail
contact = 42.26 °
RRD = 10.74 mm
15
Wheelset instability
16
16
Truck Hunting
•High Speed
•Typically worse for empty cars
•Rail friction (~ 8 mph)
•Causes wheel wear and lading damage
•Measured in lateral gs rms (0.13gs)
17
Truck Performance Modes
Truck Hunting
Truck Warp, Truck Rotation, Wheelset Movement
40+ mph
18
Carbody Interaction Details
Characteristic
Predominate Influence
Truck Spacing Pitch / Bounce
Twist / Roll
Center of Gravity
Spiral
Stiffness
Hunting
Inertia
Hunting
Curving
Light Weight
19
Hopper Car on Pitch and Bounce track
F 1 Body leading end v ertic al ac c elerationF 1 Body trailing end v ertic al ac c eleration F 2 Body c .g. v ertic al ac c eleration
F 1 Body c .g. v ertic al ac c eleration F 2 Body leading end v ertic al ac c elerationF 2 Body trailing end v ertic al ac c eleration
.5
.4
Body leading end vertical acceleration (g's)
.3
.2
.1
-.1
-.2
-.3
-.4
-.5
-.6
900 950 1000 1050 1100 1150 1200 1250 1300 1350
Distance along the Track (feet)
20
20
Empty 286k Grain car on Twist and Roll track
100
90
Wheel load percent (%) of static
80
70 axle 1
axle 1
60
axle 2
50
axle 2
40
axle 3
30 axle 3
20 axle 4
10 axle 4
0
0 20 40 60 80
Speed in mph
21
21
Truck Interaction Details Hunting
Shoe Width
Twist / Roll
Yaw / Sway
Shoe Force
Warp Stiffness
The warp stiffness design is controlled by
the shoe width and force
22
Carbody / Truck Interaction Details Hunting
Twist / Roll
Yaw / Sway
Carbody Bolster Interface
Side Bearing / Center Plate friction design
accommodates these regimes and must remain
consistent
23
Truck Interaction Details Hunting
KZ
KX KY
Twist / Roll
Passive Steering
•Provides wheelset alignment to reduce Yaw / Sway
rolling resistance
•Designed stiffness enhances performance
for these regimes
24
Truck Interaction Details
Hunting
•Friction Shoe Friction shoe force limits
•Springs warp
Twist / Roll
Tuned friction shoe damping &
suspension stiffness limit Roll
Spiral Pitch / Bounce
Friction shoe force limited to prevent Tuned friction shoe damping &
wheel unloading suspension stiffness limit Pitch /
Bounce
25
Motion Control® Features M-976
Tuned Suspension Lightweight Castings
•Stability
•Vert. and Lat. Accelerations
36” Class C Wheel
Passive Steering
•Curving
•Rolling Resistance
CCSB
•Stability
•Roll Control
Wide Friction Shoe
•Stability
•Curving
6 ½ x 9 Class K Class K Axle
Roller Bearing
26
M-976 Friction Shoes
Motion Control® and SSRM
Ridemaster
Super Service Ride Control
S‐2‐HD Split Wedge
S‐2‐E
27
Shoe Types
ASF Shoe Design (MoCo,SSRC)
37.5° Angle
ASF S2HD
30” Slope Radii, Shaped Slope
Steel Shoe
Accommodates:
Bolster/Side Frame Rotation
Part Variation ‐ Casting, Shoe
Provides:
Shoe Stability ‐ Roll and Sway
Warp Stiffness ‐ Edge Contact
Smooth Action
Long Suspension Life
Shoe as Wear Component
28
Shoe Types
Pocket Side Wall
S2HD Shoe Design Wear Plate
• 32° Angle Split Wedge Insert
• Split Wedge
• Iron Shoe
Split Wedges
29
Suspension Design
Constant Variable
‐ASF Ride Control ‐Motion Control
‐ASF SSRC ‐ ASF Ridemaster
‐ Buckeye XC‐R ‐Swing Motion
‐ Meridian C‐1, Wedge Lock ‐Barber S‐2‐HD
30
Secondary Truck Suspensions
** Friction Damping ~ F x D
Variable damping Constant damping
31
31
Damping Advantages
Constant Damping:
• Long Service Life
• Moderate Track Ride
• Light Car Truck Warp
Variable Damping:
• High C. of G. Approval
• Ease of Maintenance
• Rough Track Ride
• Service Life Varies by Design
32
Hydraulic Damping in suspensions?
Hydraulic damping:
• Good Performance
• High Speed
• Service Life?
• Maintenance
33
33
Truck Maintenance
Most wedges have
built‐in wear indicators
34
CCSB must be “long travel”
Use these
35
35
Truck Inspection
• Shoe Rise
• Column Wear Plate Bolts
• Gibs
• Springs
36
Frame Braced truck
• Increases warp
stiffness
• Typically added to
a 3‐piece truck
37
37
Swing Motion® truck
Pedestal Rocker
Rocker Seat
Transom
38
38
Summary
• Trucks operate as part of an overall system
• Utilize primary and secondary suspensions
• Dynamic performance is dependent on the
assembled suspension parts
• Good maintenance is critical to continued
performance and overall life of the system
39
39
Thank You ‐ Questions
40
40