Diss. Stockholm : Kungliga tekniska högskolan, KTH. Farkost och flyg, 2011

Carbody tilting is today a mature and inexpensive technology that allows higher train speeds in horizontal curves, thus shortening travel time. This doctoral thesis considers several subjects important for improving the competitiveness of tilting trains compared to non-tilting ones. A technology review is provided as an introduction to tilting trains and the thesis then focuses on enhancing the benefits and strategies for less motion sickness. A tilting train may run about 15% faster in curves than a non-tilting one but the corresponding simulated running time benefit on two Swedish lines is about 10%. The main reason for the difference is that speeds are set on other grounds than cant deficiency at straight track, stations, bridges, etc. The possibility to further enhance tilting trains’ running speed is studied under identified speed limitations due to vehicle-track interaction such as crosswind requirements at high speed curving. About 9% running time may be gained on the Stockholm-Gothenburg (457 km) mainline in Sweden if cant deficiency, top speed, and tractive performance are improved compared with existing tilting trains. Non-tilting high-speed trains are not an option on this line due to the large number of 1,000 m curves. Tilting trains run a greater risk of causing motion sickness than non-tilting trains. Roll velocity and vertical acceleration are the two motion components that show the largest increase, but the amplitudes are lower than those used in laboratory tests that caused motion sickness. Scientists have tried to find models that can describe motion sickness based on one or more motion quantities. The vertical acceleration model shows the highest correlation to motion sickness on trains with active tilt. However, vertical acceleration has a strong correlation to several other motions, which precludes vertical acceleration being pointed out as the principal cause of motion sickness in tilting trains. Further enhanced speeds tend to increase carbody motions even more, which may result in a higher risk of motion sickness. However, means to counteract the increased risk of motion sickness are identified in the present work that can be combined for best effect. Improved tilt control can prevent unnecessary fluctuations in motion sickness related quantities perceived by the passengers. The improved tilt control can also manage the new proposed tilt algorithms for less risk of motion sickness, which constitute one of the main achievements in the present study. Local speed restrictions are another means of avoiding increased peak levels of motion sickness when increasing the overall speed. The improved tilt control and the proposed tilt algorithms have proven to be effective in on-track tests involving more than 100 test subjects. The new tilt algorithms gave carbody motions closer to non-tilting trains. Rather unexpectedly, however, the test case with the largest decrease in tilt gave a greater risk of motion sickness than the two test cases with less reduction in tilt. It is likely that even better results can be achieved by further optimization of the tilt algorithms; the non-linear relation between motions and motion sickness is of particular interest for further study.