presented a mathematical model of a brake cylinder with hysteresis and time delay, Lee et al. described a simulation tool with components libraries under MATLAB-Simulink environment for pneumatic brake systems, Kang described a simple simulation model for braking of a railway vehicle and discussed about stability, Lee et al. For brake modeling, Piechowiak introduced a modeling method for pneumatic train brakes including air-wave phenomena, Pugi et al. applied the Smith predictor to compensate the time delay of the pneumatic brake device. introduced the way to use maximum adhesive force for super high-speed trains with an optimum slip velocity generator, and Goto et al. applied sliding mode control logic with an optimized hyperplane, Nakazawa introduced a slide detection algorithm using estimated time to wheel lock, L T, Ishikawa et al. Under the conditions of driving the test track where the actual test vehicle was tested, the analysis of the driving characteristics and the control characteristics of the disturbance was performed to confirm the proposed individual motor torque control performance.
#Brake caliper diagram simulator
HIL simulator were constructed by combining a real-time dynamic analysis model of a railway vehicle with a drive motor to which real individual motor control was applied. In this paper, development using HIL (hardware in the loop) simulator was performed to check the performance and stability of the individual motor torque control technology before verifying by applying the individual motor torque control to the actual vehicle. In order to overcome these drawbacks, a method has been proposed in which the torque of a motor mounted on each wheel is individually controlled to generate lateral restoring force or to improve driving performance through lateral displacement control using a yaw moment. Under the conditions of driving in a sharp curve, these railway vehicles generate excessive wear, noise, and lateral pressure, as well as deterioration of ride comfort and derailment. Lack of lateral direction restoring force weakens stability while causing continuous flange contact driving or zigzag phenomenon against disturbance. However, the longitudinal creep force and the lateral restoring force are weakened as the left and right rotational constraints disappear. Since the independent rotation type wheelset has no rotational restraint of the left and right wheels, the difference in rotational speed between the outer and inner wheels occurs naturally during curved driving, and it is applied to railroad vehicles traveling in sharp curve sections because it smoothly drives curved driving. In the case of trains driving in two regions with different gauges, an independently rotating wheelset may be applied to utilize the variable track technology. In order to realize the tram’s low-floor structure, most of the trams that have been recently introduced adopt an independently rotating wheelset.
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