Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation
Many publications show that the ride comfort of a railway vehicle can be significantly improved using a semi-active damping control of the lateral secondary dampers. However, the control efficiency depends on the selection of the control algorithm and the damper dynamic behaviour, i.e., its force ri...
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MDPI AG
2023-01-01
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| Online Access: | https://www.mdpi.com/2076-0825/12/2/47 |
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| author | Filip Jeniš Michal Kubík Tomáš Michálek Zbyněk Strecker Jiří Žáček Ivan Mazůrek |
| author_facet | Filip Jeniš Michal Kubík Tomáš Michálek Zbyněk Strecker Jiří Žáček Ivan Mazůrek |
| author_sort | Filip Jeniš |
| collection | DOAJ |
| description | Many publications show that the ride comfort of a railway vehicle can be significantly improved using a semi-active damping control of the lateral secondary dampers. However, the control efficiency depends on the selection of the control algorithm and the damper dynamic behaviour, i.e., its force rise response time, force drop response time and force dynamic range. This paper examines the influence of these parameters of a magnetorheological (MR) damper on the efficiency of S/A control for several control algorithms. One new algorithm has been designed. Hardware-in-the-loop simulation with a real magnetorheological damper has been used to get close to reality. A key finding of this paper is that the highest efficiency of algorithms is not achieved with a minimal damper response time. Furthermore, the force drop response time has been more important than the force rise response time. The Acceleration Driven Damper Linear (ADD-L) algorithm achieves the highest efficiency. A reduction in vibration of 34% was achieved. |
| first_indexed | 2024-03-11T09:19:59Z |
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| id | doaj.art-88ed848fe4da47ffbcf1dbdaa92c1f0c |
| institution | Directory Open Access Journal |
| issn | 2076-0825 |
| language | English |
| last_indexed | 2024-03-11T09:19:59Z |
| publishDate | 2023-01-01 |
| publisher | MDPI AG |
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| series | Actuators |
| spelling | doaj.art-88ed848fe4da47ffbcf1dbdaa92c1f0c2023-11-16T18:25:09ZengMDPI AGActuators2076-08252023-01-011224710.3390/act12020047Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop SimulationFilip Jeniš0Michal Kubík1Tomáš Michálek2Zbyněk Strecker3Jiří Žáček4Ivan Mazůrek5Institute of Machine and Industrial Design, Faculty of Mechanical Engineering, Brno University of Technology, Technicka 2, 616 69 Brno, Czech RepublicInstitute of Machine and Industrial Design, Faculty of Mechanical Engineering, Brno University of Technology, Technicka 2, 616 69 Brno, Czech RepublicDepartment of Transport Means and Diagnostics, Faculty of Transport Engineering, University of Pardubice, Studentska 95, 532 10 Pardubice, Czech RepublicInstitute of Machine and Industrial Design, Faculty of Mechanical Engineering, Brno University of Technology, Technicka 2, 616 69 Brno, Czech RepublicInstitute of Machine and Industrial Design, Faculty of Mechanical Engineering, Brno University of Technology, Technicka 2, 616 69 Brno, Czech RepublicInstitute of Machine and Industrial Design, Faculty of Mechanical Engineering, Brno University of Technology, Technicka 2, 616 69 Brno, Czech RepublicMany publications show that the ride comfort of a railway vehicle can be significantly improved using a semi-active damping control of the lateral secondary dampers. However, the control efficiency depends on the selection of the control algorithm and the damper dynamic behaviour, i.e., its force rise response time, force drop response time and force dynamic range. This paper examines the influence of these parameters of a magnetorheological (MR) damper on the efficiency of S/A control for several control algorithms. One new algorithm has been designed. Hardware-in-the-loop simulation with a real magnetorheological damper has been used to get close to reality. A key finding of this paper is that the highest efficiency of algorithms is not achieved with a minimal damper response time. Furthermore, the force drop response time has been more important than the force rise response time. The Acceleration Driven Damper Linear (ADD-L) algorithm achieves the highest efficiency. A reduction in vibration of 34% was achieved.https://www.mdpi.com/2076-0825/12/2/47hardware-in-the-loopAcceleration Driven Damperresponse timedynamic rangesemi-activemagnetorheological |
| spellingShingle | Filip Jeniš Michal Kubík Tomáš Michálek Zbyněk Strecker Jiří Žáček Ivan Mazůrek Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation Actuators hardware-in-the-loop Acceleration Driven Damper response time dynamic range semi-active magnetorheological |
| title | Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation |
| title_full | Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation |
| title_fullStr | Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation |
| title_full_unstemmed | Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation |
| title_short | Effect of the Magnetorheological Damper Dynamic Behaviour on the Rail Vehicle Comfort: Hardware-in-the-Loop Simulation |
| title_sort | effect of the magnetorheological damper dynamic behaviour on the rail vehicle comfort hardware in the loop simulation |
| topic | hardware-in-the-loop Acceleration Driven Damper response time dynamic range semi-active magnetorheological |
| url | https://www.mdpi.com/2076-0825/12/2/47 |
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