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Foundations of fleet planning
Published in Paul Clark, Buying the Big Jets, 2017
Bombardier are credited with kick-starting the 50-seat jet market with their original CRJ models in 1991 and the overall CRJ family is by far the most populous regional jet today. The original concept was further developed in the late 1990s to compete principally with Embraer’s emerging E-Jets family. The new programme comprised three models developed from the original CRJ200: the smaller CRJ700 and CRJ900 and the 100-seat CRJ1000. Key changes included a new wing, upgraded engines and lowered floor. In response to Embraer’s growing success with the E-Jets, the programme was further updated from 2007 with the launch of the NextGen variant of each model. The NextGen aircraft comprise a new cabin, updated avionics and better fuel burn and economics.
Aircraft manufacturing and technology
Published in Lucy Budd, Stephen Ison, Air Transport Management, 2020
Bombardier Aerospace, based in Montreal, designs and manufactures commercial, business, specialised and amphibious aircraft. Bombardier manufactures the A220 (formerly branded C-Series) of commercial jet aircraft (seating 100–149 seats) in partnership with Airbus, the CRJ regional jet series (seating 60–99) and the Q series of turboprops (seating up to 86). Like Boeing, Bombardier works with a range of overseas suppliers (currently around 3,000 suppliers) based in 17 countries worldwide, including Brazil, China, India, Japan and the UK.
Aircraft
Published in Suzanne K. Kearns, Fundamentals of International Aviation, 2018
Joseph-Armand Bombardier built and designed his first ‘snow vehicle’ in 1922 in Quebec, Canada and grew his invention into a snowmobile company. The Bombardier organization expanded into the railway business in the 1970s and into aircraft manufacturing in the 1980s.14
Improved curving performance using unconventional wheelset guidance design and wheel-rail interface – present and future solutions
Published in Vehicle System Dynamics, 2023
Yoshihiro Suda, Yohei Michitsuji
The asymmetric design of the bogie with independently rotating wheelsets and rigid wheelsets is practically introduced in some light rail vehicles shown in Figure 15. The bogie has four wheels: one pair of drive and one pair of free-wheeling. The driven wheels are connected by a torsional drive shaft and gear trains; therefore, it works as a rigid wheelset. In Figure 16, ‘Swimo’ developed by Kawasaki Heavy Industries has small diameter wheels aiming guidance of the bogie and low floor design. Independently rotating wheels have hub motors for traction. Small diameter wheels are connected with an axle and, thereby, self-steering characteristics of the conventional wheelset are maintained. It can be shown theoretically that the centering action is more powerful [25]. The bogie mechanism refers to a novel running gear which is rail-steered articulated trucks as shown in Figure 17, Bombardier (BN) Tram 2000s running in Brussel [26]. The running gear consists of two very small 375 mm diameter rollers that follow the rails. Through a complex system of linkages and an articulating frame, these rollers steer the standard size, independently rotating wheels. Since LRVs are required to realise low floor design and sharp curve negotiation, while high-speed stability is not crucial, various unconventional designs can be seen.
Flexible-elastomer-based active radial embedded actuation system of railway vehicles
Published in Vehicle System Dynamics, 2022
Chunyu Xiao, Xiangping Luo, Shiqiao Tian, Cathy Xu
Specifically, the integral internal combustion electric multiple unit developed by the Austrian Integrated Transport Technology Company in 1998 is equipped with an active articulated single axis running section, which uses a hydraulic cylinder for active radial adjustment. The hydraulic cylinder is fixed on the beam of a bogie frame, and the computer transmits a command signal according to the deflection angle of the movable joint between the power truck and the middle trailer. In 2010, the Korean Railway Technology Research Institute [9] proposed a scheme to adjust the distance between the front and rear wheels on the same side of a bogie through actuators and connecting rods, thereby driving the wheelset in a radial position. Furthermore, Bombardier Canada successfully integrated active radial steering and stability control (ARS) in their next-generation FLEXX bogie. In this system when the vehicle passes the curve, the controller controls the actuator to move, and the actuator output force is transmitted to the wheelset through a set of lever mechanism; consequently, the wheelset tends toward a radial position. Several Japanese researchers [10] successfully realised the active radial control of the wheelset and achieved satisfactory results in a line test. However, in the abovementioned schemes, rods are used to transmit the output force of the actuator, which leads to several problems such as a complex system structure, increased weight of the bogie, and poor radial effect caused by the wear between the rods during use.
Radial adjustment mechanism of a newly designed coupled-bogie for the straddle-type monorail vehicle
Published in Vehicle System Dynamics, 2020
Han Leng, Lihui Ren, Yuanjin Ji, Youpei Huang
Figure 2 shows the force state of the Bombardier-mode single-axle bogie on the circular curve. Because of the elastic constraint from the secondary suspension system, the running wheels of the single-axle bogies cannot be in the radial position of the circular curve. Therefore, a cornering force and an aligning torque always act on the tires of the running wheels during circular curve negotiation, and the directions of the cornering force and aligning torque on the running wheels of the front bogie are opposite to those on the running wheels of the rear bogie. The radial force of the guiding wheels on the single-axle bogie is also generated mainly by two parts: the unbalanced centrifugal force and the yaw moment generated by the longitudinal force of the secondary suspension system. The former distributes on the guiding wheels of the same side (green in Figure 2), while the latter distributes on the diagonal guiding wheels (black in Figure 2), which causes the load on each guiding wheel to be different.