From racetrack to rail
There’s a lot we can learn from other industries, like inerters from motorsport.
Anna PlodowskiSenior Content Editorial Manager, RSSB
In the ever-evolving landscape of modern transport, rail shows how connectivity and efficiency can be done. Like any sector, it also faces many challenges that demand innovative solutions. So, our research experts investigate the challenges rail has and try to find new solutions.
Sometimes the solution already exists, just elsewhere. In these cases, there is sometimes a hesitance to accept inventions not developed by one's own industry or organisation. But by importing advances from other industries, rail can leverage already proven innovations.
We should explore the synergies with advances used outside our industry. Using innovations from other sectors can accelerate rail’s progress and enhance its performance. It’s an added string to the bow of rail’s sophistication, wherever it comes from. Inerters are a good example.
So, what are inerters, and why should rail adopt them?
Inerters were developed in 2002 by Malcolm Smith, from the University of Cambridge. Their first practical application was in Formula One, where they optimised the cars’ suspension systems. They offer a larger range of forces than conventional suspension components, which effectively smooths out the ride and improves the car’s handling.
To start with, McLaren had a confidentiality agreement that restricted the use of inerters elsewhere. But once that ended, other industries showed interest in using inerters—including our research team.
Our next step was to engage the Universities of Bristol, Huddersfield, and Cambridge to explore possible uses of inerters. How could they be adapted for rail applications?
So far, two potential uses have been reported. One of those is already in a commercial offer.
Pantographs are crucial for maintaining electrical contact between the train and overhead wires, but they operate in extremely challenging conditions, including high train speeds, heavy precipitation, and strong winds. This means that, at the moment, pantograph maintenance must be done frequently.
The integration of inerters into pantograph systems offers transformational change. This is because the inerter in the prototype pantograph design reduces wear on the collector strip and also maintains consistent performance without the need for intensive maintenance. These features can reduce downtime and make electric trains more reliable.
Equipment suppliers are now taking note. Brecknell Willis, a major supplier of electrification equipment for rail, has integrated an inerter into one of its pantographs. It plans to release that product commercially.
We’ve also assessed inerters for a potential role in bogie suspension. This is a critical issue that affects ride quality and train stability. The early benefit of this research was to show how existing suspension parameters can be changed to improve performance. This means more bang for research buck than initially expected.
Despite this early success, the research isn’t stopping there. It continues to develop prototype inerters for bogie suspension. Further improvements in the future are likely.
Thanks to this project, rail is an early adopter of inerter technology outside motorsport. Key to this has been collaborative working to find out how inerters could meet needs that rail already had. This was based on a detailed understanding of the existing components.
Overall, our inerter research shows several important principles at work:
Significant improvements can come from advances in other fields.
A new solution can be applied in ways different from its first use case.
Revisiting existing technologies with novel questions can reveal better ways of using them.
Collaboration helps everyone.
Here’s to continuing to learn from other industries.
To read ‘Inerter prototype development and enhanced trailing arm bush design’ in full, head to our Research Catalogue.
Take me there
Turn the page to see an image of a prototype pantograph design using inerters.
