Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.

v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

Analysis on Steering Performance of Active Steering Bogie according to Steering Angle

Control in Curve section

Hyunmoo Hur1*, Yujeong Shin1, Dahoon Ahn2

1
Korean Railroad Research Institute, 176 Cheoldobakmulkwan-ro, Uiwang-si, Gyeonggi-do 16105,
Republic of Korea
2
Kongju National University, 1223-24 Cheonan-daero, Cheonan-si, Chungcheonanam-do 31080, Republic
of Korea

Corresponding author:
Hyunmoo Hur
Advanced Railroad Vehicle Division, Korea Railroad Research Institute,
176 Cheoldobakmulkwan-ro, Uiwang-si, Gyeonggi-do 16105, Republic of Korea
Email : [email protected]
Tel : +82-31-460-5245

Abstract
The steering performance according to the steering angle control was tested by using the active steering
bogie developed to reduce excessive wheels and rail wear and noise generated when the railway vehicle
run in a curved section. As a result of the test of increasing the steering angle in accordance with the
target steering angle in the 300m radius of curvature, the bogie is gradually aligned in the radial steering
position, and when the control is carried out to 100% of the target steering angle, the bogie angles of the
front and rear bogies appeared almost the same. As the steering angle increased, wheel lateral force and
derailment coefficient also decreased. Therefore, the validity of the radial steering position control
method applied in this paper was confirmed experimentally. This test results will be used for future
research on active steering bogie commercialization.

Keywords: Active Steering bogie, Steering angle, Steering Performance, Bogie angle, Lateral force,
Derailment coefficient

페이지 1 / 16
© 2020 by the author(s). Distributed under a Creative Commons CC BY license.
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

1. Introduction

When a railway vehicle run in curve sections, severe wheel wear and noise occur between the wheel and
the rail. This is because the railway vehicle is not equipped with a steering device, so it is difficult to
smoothly run in the curve section. That is, attack angle is generated between the wheel and the rail, which
causes unnecessary force in the running and lateral direction of the wheel, which causes wheel wear and
noise.
Active steering bogie technology has been actively studied to improve the poor steering performance of
conventional railway vehicles.[1-5] Recently, a railway vehicle with active steering technology have been
commercialized.[6]
The direct effect of applying active steering technology is to reduce wheel wear However, to verify this, it
is necessary to measure the wear shape of the wheel of the test train through a long term test run.
Therefore, in the stage of development, it is efficient to measure the lateral force of wheel which directly
affects the wheel wear and analyze the lateral force reduction according to the active steering control.
Umehara has performed active steering control tests in the curve section of the factory test line using
active steering bogie prototypes equipped with an electro-hydraulic actuators, and analyzed the reduction
of wheel lateral force.[7] Suzuki tested the wheel lateral force reduction according to active steering
control in the steep curve of the factory test line for a prototype steering bogie with a pneumatic active
steering system.[8] Hur developed an active steering bogie prototype for EMU (electric multiple unit)
train installed an electro-mechanical actuator and conducted steering performance test according to active
steering control on an commercial line rather than the factory line.[9-12]
All these papers apply radial steering position steering control to reduce attack angle between wheel and
rail. In other words, if the steering angle formed between the front and rear wheelsets in the bogie is
implemented as the target steering angle, the bogie is geometrically aligned with the center of curvature
of the curve section and the attack angle is zero. The wheel lateral force is then minimized as the attack
angle disappears. Therefore, running performance such as wheel lateral force and derailment safety may
vary depending on the degree of steering angle implementation.
Therefore, in this paper, we analyze steering performance according to steering angle implementation
level that affect steering performance of active steering bogie. Steering control tests were performed in
the steep curve section with curvature radius of 300m for the active steering bogie prototype for the EMU.
This study analyzes the bogie angle, wheel lateral force reduction and derailment safety under the steering
angle control of the active steering bogie and describes the results.
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

2. Active Steering Control Strategy

When the railway vehicle run in the curve section, attack angle between the wheel and the rail are
generated as shown in Fig. 1 due to the lack of steering function of the wheel.[13] This causes
unnecessary force in the driving direction and the lateral direction of the wheel, which is a major factor
causing the wear of the wheels and rails and the generation of noise.
Therefore, in order for the railway vehicle smoothly run the curve section, the angle of attack becomes
“0” if the wheelset is aligned with the center of curvature as shown in Fig. 2 using active steering
control technology. At this time, this geometric position is called the radial steering position.

Fig. 1 Wheelset alignment of a conventional Fig. 2 Wheelset alignment of a railway vehicle

railway vehicle when running in curve with active steering technology
section when running in curve section

Fig. 3 shows the geometrical relationship between the body and the bogies, assuming the vehicle is in the
radial steering position in the curve section. In Fig. 3, the angle (2δ) formed between two wheelsets is
called the steering angle, and the angle (θ) at which the bogie is rotated with respect to the vehicle body is
called the bogie angle.
When the bogie and wheelset are aligned with the radial steering position, the bogie angles of the front
and rear bogies are the same. At this time, from the geometric relationship of Fig. 3, the target values for
wheelset steering angle and bogie angle for the ideal wheelset steering in the curve section of radius R are
derived as shown in Equations (1) and (2).[12]
2𝛿 = 2𝑑/𝑅 (1)
𝜃 = 𝐿/𝑅 (2)
where, 2δ : steering angle(rad)
R : radius of curve(m)
2d : wheel base(m)

페이지 3 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

L : semi-spacing of distance between bogie centers(m)

𝜃 : bogie angle between body and bogie(rad)

Fig. 3 Radial steering position

3. Steering Control Test in the curve section

3.1 Active Steering Bogie
To analyze the steering performance according to the steering angle in the curve section, the test run was
carried out using the active steering bogie prototype. Active steering bogie prototype was developed for
EMU trains running on urban railway areas.[12, 13] Fig. 4 shows the configuration of the active steering
bogie and Fig. 5 shows the active steering bogie prototype installed on the test train.
Active steering bogie adopts radial steering position control strategy based on real-time curvature radius
estimation. The active steering bogie consists of a sensor unit, a control unit and a driving unit.
The sensor unit estimates the radius of curvature of the curve in real time, the controller calculates the
target steering angle for active steering, and the steering driving unit conducts steering the wheelset
according to the controller command.
The minimum radius of the curve section that can be detected by the active steering bogie is R80 with a
radius of curvature of 80m and the maximum controllable steering angle is 0.5deg. In other words,
steering control is possible up to R250, a radius of curve of 250 m, the smallest curve in commercial lines.
The steering driving unit is adopting an electro-mechanical actuator type actuator, with a maximum
steering thrust force of more than 50,000 N. Table 1 shows the specifications of the active steering system
of the active steering bogie
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

Fig. 4 Configuration of the active steering bogie

Fig. 5 Prototype of the active steering bogie

Table 1 Specifications of the active steering system

Category Specification
Detectable curve radius min. 80 m
Steering angle 0.5 deg.
Supply voltage three phase 380 VAC
Maximum current (per vehicle) 16 A
Thrust force(per driving unit) above 50,000 N

페이지 5 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

3.2 Test curve section

The steering control test to analyze the steering performance according to the steering angle in the curve
section was performed on the R300 curve with a radius of 300 m of the commercial line. Fig. 6 shows the
curvature of the test section measured by the curvature sensor unit mounted on the active steering bogie for
real-time curve detection. The total length of the test curve section is 450 m and the length of circular curve is
250 m.

3.5

3
Curvature(1/km)

2.5

1.5

0.5

0
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 6 Curvature of the test curve section

3.3 Test condition for active steering condition

Table. 2 shows the test conditions for analyzing the steering performance according to the steering angle
in the curve section. Passive is the running condition of the curve section of the existing bogie not equipped
with the active steering system. Active (25%) refers to the case when the active steering bogie run the test
section while controlling to 25% of the target steering angle.
Active (50%) and Active (75%) represent when steering control is conducted at the 50% and 75% levels
of the target steering angle, respectively. Active (100%) means that steering control is conducted completely
to 100% level of the target steering angle.
Table 2 Test condition for active steering control
Case Test condition

Passive No active steering

Active(25%) Control to 25% of the target steering angle

Active(50%) Control to 50% of the target steering angle

Active(75%) Control to 75% of the target steering angle

Active(100%) Control to 100% of the target steering angle

Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

4. Test results of the active steering control

4.1 Analysis method
In order to analyze the steering performance according to the steering angle in the curve section, the bogie
angle of the front and rear bogies, which are related to the radial steering position of the bogie, and the
lateral force and the derailment coefficient of the wheel, which are dynamic factors, were measured.
To confirm the test conditions for steering angle implementation, steering angle was measured using a
steering angle sensor as shown in Fig. 7. To measure the bogie angle, which is the rotating angle between the
body and the bogie, the geometric displacement between the body and the bogie was measured and
converted into the bogie angle.
And, to measure the lateral force and the derailment coefficient of the wheel, a measuring wheelset was
manufactured to measure the lateral and vertical force applied to the wheel and it was installed on the active
steering bogie.[12] Fig. 8 shows the measuring wheelset to measure wheel forces such as wheel lateral force
and derailment coefficient.

Fig. 7 Steering angle sensor

Fig. 8 Wheel force measuring wheelset

페이지 7 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

4.2 Steering angle

The steering control test was performed according to the test conditions in Section 3.3 to analyze the
steering performance according to the steering angle in the curve section. Fig. 9 shows the steering angle test
results measured by the steering angle sensor to verify that the active steering control test conditions are
properly implemented. And Table. 3 shows the mean values for the steering angles when the steering bogie
run in the circular section of the test section.
The steering angle of passive condition with insufficient steering function is 0.029 deg. This indicates that
the measured value is very low at 7.3% of the target value, considering that the target steering angle required
to pass the R300 curve is 0.4 degrees according to equation (1). As the steering angle implementation level
increases with active steering control, the steering angle is approximated to the test conditions. That is, in
case of Active (50), it is 0.208 deg, which is 52% of the target steering angle. In case of Active (100) which
performs 100% steering control, the measured value is 0.393deg, which is well controlled as 98.3% of the
target steering angle.

0.7
Target steering angle
Passive
0.6
Active(25%)
Active(50%)
Steering angle(deg.)

0.5 Active(75%)
Active(100%)
0.4

0.3

0.2

0.1

0
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 9 Measured steering angle according to steering control condition

Table 3 Mean steering angle for the circular section of the test section
Case Steering angle(deg) Ratio to target steering angle(%)

Passive 0.029 7.3

Active(25%) 0.131 32.8

Active(50%) 0.208 52.0

Active(75%) 0.295 73.8

Active(100%) 0.393 98.3

Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

4.3 Bogie angle

Fig. 10 and Fig. 11 show the measured bogie angles generated in the front and rear bogie according to the
steering angle test conditions. Fig. 12 shows the bogie angle difference between the front and rear bogie.
Table. 4 shows the mean values for the bogie angles when the steering bogie run the circular section of the
test section.
In case of passive state with insufficient steering function, the bogie angle for the front bogie is 1.404deg
and that for the rear bogie is 1.055deg and the difference is 0.349deg, which is very large. This result is due
to the lack of steering function and the bogie is not aligned in the radial steering position when running in
the curve section.
On the other hand, as the steering angle level increases with active steering control, it is shown that the
bogie angle for the front bogie decreases and that for the rear bogie tends to increase. In addition, the bogie
angle difference is also gradually decreasing. That is, in the case of Active (100) which performs 100%
steering control, the bogie angle for the front bogie is 1.242deg, that for the rear bogie is 1.228deg, and the
difference is only 0.014deg. This shows that the bogie is aligned in the radial position when running the
curve section with active steering control.

2.5
Passive
Active(25%)
Active(50%)
2
Active(75%)
Front bogie angle(deg.)

Active(100%)

1.5

0.5

0
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 10 Measured bogie angle of the front bogie

페이지 9 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

2.5
Passive
Active(25%)
Active(50%)
2
Active(75%)

Rear bogie angle(deg.)

Active(100%)

1.5

0.5

0
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 11 Measured bogie angle of the rear bogie

0.6
Passive
Active(25%)
0.5
Active(50%)
Bogie angle difference(deg.)

Active(75%)
0.4 Active(100%)

0.3

0.2

0.1

-0.1
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 12 Bogie angle difference between front and rear bogies

according to steering control conditions

Table 4 Mean bogie angle for the circular section of the test section
Bogie angle(deg.)
Case
front rear difference

Passive 1.404 1.055 0.349

Active(25%) 1.363 1.118 0.244

Active(50%) 1.317 1.151 0.165

Active(75%) 1.278 1.211 0.067

Active(100%) 1.242 1.228 0.014

Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

4.4 Lateral force of the wheel

Fig. 13 is test data obtained by measuring the lateral force generated on front outer wheel of the test
vehicle according to the steering angle test conditions. For lateral force analysis, UIC 518 OR “Testing and
approval of railway vehicles from the point of view of their dynamic behaviour - Safety - Track fatigue -
Running behaviour”, the world's railway standard, is applied.[14]
Fig. 14 is the result of analyzing the lateral force test data by subdividing 70m into small sections and
arranging them in the cumulative distribution order to extract 99.85% of the values as the representative
sections of the small sections. Table 5 shows the mean values of the small section representative values for
the analysis results in Fig. 14 and the reduction rate for the lateral force of each test case for the passive case.
The mean lateral force of the wheel in passive case with insufficient steering is 14.99 kN. On the other
hand, in the active steering control test condition, the wheel lateral force decreases as the steering angle
implementation level increases. In the case of Active (25), it is 7.53 kN, which is 49.8% lower than Passive
case. In the case of Active (50) and Active (75), the mean lateral forces were 4.68 kN and 3.20 kN,
respectively, decreasing by 68.8% and 78.6%, respectively. In the case of Active (100) with 100% steering
control, the mean lateral force is 2.46 kN, which is 83.6% lower than the passive case.
Therefore, it was confirmed that the bogie was aligned with the radial position as the steering angle
increased to meet the target steering angle as the test train passed through the curve section, and the wheel
lateral force was also significantly reduced.

25
Passive
Active(25%)
Active(50%)
20
Active(75%)
Active(100%)
Lateral force(kN)

15

10

0
5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 13 Wheel lateral force test data according to steering control test conditions

페이지 11 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

25 25
Passive Passive
Active(25%) Active(50%)
20 20
Lateral force(kN)

Lateral force(kN)
15 15

10 10

5 5

0 0
1 2 3 4 5 6 7 1 2 3 4 5 6 7
Section Section

(a) Passive (b) Active(25%)

25 25
Passive Passive
Active(75%) Active(100%)
20 20
Lateral force(kN)

Lateral force(kN)

15 15

10 10

5 5

0 0
1 2 3 4 5 6 7 1 2 3 4 5 6 7
Section Section

(c) Active(50%) (d) Active(100%)

Fig. 14 Analysis results for wheel lateral force according to steering control test conditions

Table. 5 Mean lateral force for the circular section of the test section
Case Force (kN) Reduction (%)

Passive 14.99 -

Active(25%) 7.53 49.8

Active(50%) 4.68 68.8

Active(75%) 3.20 78.6

Active(100%) 2.46 83.6

Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

4.5 Derailment coefficient

Derailment coefficient is a factor that indicates derailment safety when the vehicle is running and is
defined as the ratio of the lateral force to the vertical force acting on the wheel. Fig. 15 shows the measured
derailment coefficient test data of the front outer wheel of the test vehicle according to the steering angle test
conditions using wheel force measuring wheelset.
For the analysis of the derailment coefficients, the UIC 518 OR test standard used for wheel lateral force
analysis was applied.[14] Fig. 16 is the result of analyzing the derailment coefficients test data by
subdividing 70m into small sections and arranging them in the cumulative distribution order to extract 99.85%
of the values as the representative sections of the small sections. Table. 6 shows the mean values of the small
section representative values for the analysis results in Fig. 16 and the reduction rate for the derailment
coefficient of each test case for the passive case.
The mean derailment coefficient of the wheel in passive case with insufficient steering is 0.537. On the
other hand, in the active steering control test condition, the derailment coefficient decreases as the steering
angle implementation level increases. In the case of Active (25), the mean derailment coefficient is 0.232,
which is 49.3% lower than Passive case. In the case of Active (50) and Active (75), the mean derailment
coefficients were 0.148 and 0.099, respectively, with 72.5% and 81.6% reduction rates.
In the case of active (50) and active (75), the average derailment coefficients were 0.148 and 0.099,
respectively, decreasing by 72.5% and 81.6%, respectively. In the case of Active (100) with 100% steering
control, the mean derailment coefficient is 0.074, which is 86.3% lower than the passive case. This means
that the derailment coefficient is naturally reduced if the wheel lateral force is reduced because the
derailment coefficient is the ratio of the lateral force to the vertical force of the wheel. Accordingly, it can be
seen that the wheel lateral force is reduced by the active steering control and the derailment coefficient,
which is a vehicle running safety evaluation factor, is also significantly reduced.

0.9
Passive
0.8 Active(25%)
Active(50%)
0.7 Active(75%)
Derailment coefficent

Active(100%)
0.6

0.5

0.4

0.3

0.2

0.1

0
5650 5700 5750 5800 5850 5900 5950 6000 6050 6100 6150
Distance(m)

Fig. 15 Derailment coefficient test data according to steering control test conditions

페이지 13 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

1 1
Passive Passive
0.9 0.9
Active(25%) Active(50%)
0.8 0.8
Derailment coefficient

Derailment coefficient
0.7 0.7

0.6 0.6

0.5 0.5

0.4 0.4

0.3 0.3

0.2 0.2

0.1 0.1

0 0
1 2 3 4 5 6 7 1 2 3 4 5 6 7
Section Section

(a) Passive (b) Active(25%)

1 1
Passive Passive
0.9 0.9
Active(75%) Active(100%)
0.8 0.8
Derailment coefficient

Derailment coefficient

0.7 0.7

0.6 0.6

0.5 0.5

0.4 0.4

0.3 0.3

0.2 0.2

0.1 0.1

0 0
1 2 3 4 5 6 7 1 2 3 4 5 6 7
Section Section

(c) Active(50%) (d) Active(100%)

Fig. 16 Analysis results for Derailment coefficient according to steering control test conditions

Table. 6 Mean Derailment coefficient for the circular section of the test section
Case derailment coefficient Reduction (%)

Passive 0.537 -

Active(25%) 0.232 56.7

Active(50%) 0.148 72.5

Active(75%) 0.099 81.6

Active(100%) 0.074 86.3

Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

5. Conclusions

The results of the steering test according to the steering angle implementation level of the active steering
bogie developed to reduce the severe wear and noise of the wheels generated during the railway vehicle
running in the curve section are as follows.
As the steering angle was increased to match the target steering angle, the bogie angle difference between
the front and rear bogies was gradually decreased. When steering control was conducted at 100% level, the
bogie angles of the front and rear bogie were almost the same, and the difference was only 0.014 deg. This
means that the bogie is aligned in the radial steering position in the curve section. Wheel lateral force also
tended to decrease significantly with increasing steering angle. When steering control was performed at 25%,
50%, 75%, and 100% of the target steering angle, respectively, 49.8%, 68.8%, 78.6%, and 83.6% decreased
compared to passive conditions.
The above results indicate that the bogie is aligned in the radial steering position in the curve section as
the steering angle increases according to the target steering angle by active steering control. Therefore, the
validity of the radial steering position control method applied in this paper was confirmed experimentally.
This test results will be used for future research on active steering bogie commercialization.

References

1. Mei, T. X., & Goodall, R. M. (2000). Modal controllers for active steering of railway vehicles with
solid axle wheelsets. Vehicle System Dynamics, 34, 25–41.
2. Perez, J., Busturia, J. M., & Goodall, R. M. (2002). Control strategies for active steering of bogie-
based railway vehicles. Control Engineering Practice, 10(9), 1005–1012.
3. Mei, T. X., & Goodall, R. M. (2003). Recent development in active steering of railway. Vehicle
System Dynamics, 39(6), 415–436.
4. Shen, S., Mei, R. X., Goodall, R. M., Pearson, J., & Himmelstein, G. (2004). A study of active
steering strategies for railway bogie. Vehicle System Dynamics Supplement, 41, 282–291.
5. Molatefi, H., Hecht, M., & Bokaeian, V. (2017). Stability and safety analysis of an active steering
bogie according to EN 14363 standard. Journal of the Brazilian Society of Mechanical Sciences and
Engineering, 39, 2945–2956.
6. Railway Technology, Bombardier TWINDEXX Double-Deck Trains. http://www.railw ay-techn
ology .com/proje cts/bomba rdier -twind exx-doubl e-deckt rains . Accessed 23 June 2015.
7. Umehara, Y., Kamoshita, S., Ishiguri, K., & Yamanaga, Y. (2014). Development of electro-hydraulic
actuator with fail-safe function for steering system. Quarterly Report of RTRI, 55(3), 131–137.
8. Suzuki, M., Kodama, S., Tanaka, T., Umehara, Y., Kamoshita, S., & Miyamoto, T. (2016). Evaluation

페이지 15 / 16
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 7 April 2020 doi:10.20944/preprints202004.0099.v1

Peer-reviewed version available at Appl. Sci. 2020, 10, 4407; doi:10.3390/app10124407

of the performance of the bogie to control the decrement of wheel load using the test line of RTRI.
RTRI Report, 30(2), 17–22.
9. Hur, H. M., You, W. H., Shin, Y. J., Sim, K. S., & Park, T. W. (2014). Analysis on the actuator force
of active steering bogie for radial steering. In Proceedings of KSPE spring conference (Vol. 994).
10. Ahn, D. H., Hur, H. M., Park, J. H., & Choi, J. H. (2014) Design of an actuation system for an active
steering bogie. In Proceedings of KSPE autumn conference (pp. 751–752).
11. Hur, H. M., Ahn, D. H., Shin, Y. J. (2018). Steering performance evaluation of active steering system
for a railway vehicle by simulating real track running. International Journal of Precision Engineering
and Manufacturing, 19(10), 1487–1494.
12. Hur, H. M., Shin, Y. J., Ahn, D. H. (2019). Steering Performance Evaluation of Active Steering Bogie
to Reduce Wheel Wear on Test Line. International Journal of Precision Engineering and
Manufacturing, 20(9), 1591–1600.
13. H. M. Hur, D. H. Ahn, Y. J. Shin, T. W. Park, Analysis on Wheel Forces with Active Steering for
Railway Vehicle, Proc. of KSPE Spring Conference (2015) 1180.
14. UIC 518 OR “Testing and approval of railway vehicles from the point of view of their dynamic
behaviour - Safety - Track fatigue - Running behaviour”, 4th Edition, September, 2009, International
Union of Railways