scholarly journals Field Measurements of Vibration on the Car Body-Suspended Equipment for High-Speed Rail Vehicles

2020 ◽  
Vol 2020 ◽  
pp. 1-15
Author(s):  
Jinying Guo ◽  
Huailong Shi ◽  
Fansong Li ◽  
Pingbo Wu
Keyword(s):  
High Speed ◽  
Field Measurements ◽  
Railway Vehicle ◽  
Elastic Suspension ◽  
High Speed Rail ◽  
Test Configuration ◽  
Car Body ◽  
Rail Vehicles ◽  
Frequency Domains ◽  
Low Pass

The vibrations in the flexible car bodies of the high-speed electric multiple units (EMUs) and their coupling effects with the bogies and other types of equipment vibrating have lead issues for railway operators and gained interest for researchers. Other than a numerical investigation, field measurements on the vibrating characteristics of the car body (CB) and its suspended equipment (CBSE) for a high-speed railway vehicle were performed to elaborate the vibrating characteristics on the CB and its CBSE. In this long-term tracking test, the running stability of vehicle and wheel-rail interaction were also examined with the increase of operation distance (OD), a total of 2,400,000 km. The test configuration and arrangements are introduced first, followed by the data analysis in time and frequency domains. It is seen that the wheelset conicity increases 0.008 per 10,000 km, which increases approximately linearly with the OD from 0.10 to 0.40. Two types of wheel treads, S1002CN and LMB10, have different ranges in conicity and reprofiling cycles. The lateral accelerations on CB in a downward-running case (0.5 g) are much greater than that in upward-running case (0.2 g) corresponding to the vehicle stability differences. The 15 Hz low-pass filtered acceleration on CB experiences a maximum of 0.10 g and an averaged amplitude around 0.05 g, whereas the frequency spectrum has peaks of 0.01 g on CB and 0.1 g on CBSE. It states that an elastic suspension between the CBSE and the CB prevents the high-frequency vibration from the CB.

Hunting Stability Analysis of a New High-Speed Railway Vehicle Model Moving on Curved Tracks

2007 ◽  
Author(s):  
Yung-Chang Cheng ◽  
Sen-Yung Lee
Keyword(s):  
High Speed ◽  
Degrees Of Freedom ◽  
Lateral Displacement ◽  
Creep Model ◽  
Railway Vehicle ◽  
Nonlinear Creep ◽  
Car Body ◽  
Suspension Parameters ◽  
Virtual Boundary ◽  
Hunting Stability

A new dynamic model of railway vehicle moving on curved tracks is proposed. In this new model, the motion of the car body is considered and the motion of the tuck frame is not restricted by a virtual boundary. Based on the heuristic nonlinear creep model, the nonlinear coupled differential equations of the motion of a fourteen degrees of freedom car system, considering the lateral displacement and the yaw angle of the each wheelset, the truck frame and the car body, moving on curved tracks are derived in completeness. To illustrate the accuracy of the analysis, the limiting cases are examined. In addition, the influences of the suspension parameters on the critical hunting speeds evaluated via the linear and the nonlinear creep models respectively are studied. Furthermore, the influences of the suspension parameters on the critical hunting speeds evaluated via the fourteen degrees of freedom car system and the six degrees of freedom truck system, which the motion of the tuck frame is restricted by a virtual boundary, are compared.

Lateral Dynamics Optimization of a Conventional Railcar

1975 ◽  
Vol 97 (3) ◽  
pp. 293-299 ◽  
Author(s):  
N. K. Cooperrider ◽  
J. J. Cox ◽  
J. K. Hedrick
Keyword(s):  
Constrained Optimization ◽  
High Speed ◽  
Optimization Problem ◽  
Ride Comfort ◽  
Stability Margin ◽  
Railway Vehicle ◽  
Constrained Optimization Problem ◽  
Stroke Length ◽  
Car Body ◽  
Unconstrained Problem

The attempt to develop a railway vehicle that can operate in the 150 to 300-mph(240 to 480-km/h) speed regime is seriously hampered by the problems of ride comfort, curve negotiation, and “hunting.” This latter phenomena involves sustained lateral oscillations that occur above certain critical forward velocities and cause large dynamic loads between the wheels and track as well as contributing to passenger discomfort. This paper presents results of an initial effort to solve these problems by utilizing optimization procedures to design a high speed railway vehicle. This study indicates that the problem is more easily treated as a constrained optimization problem than as an unconstrained problem with several terms in the objective function. In the constrained optimization problem, the critical “hunting” speed was maximized subject to constraints on 1) the acceleration of the car body, 2) the suspension stroke length, and 3) the maximum suspension stroke while negotiating a curve. A simple, three degree-of-freedom model of the rail vehicle was used for this study. Solutions of this constrained problem show that beyond a minimum yaw stiffness between truck and car body the operating speed remains nearly constant. Thus, above this value, the designer may trade off yaw stiffness, wheel tread conicity and stability margin.

scholarly journals Application of the Flame-Retardant Magnesium Alloy to High Speed Rail Vehicles

Materia Japan ◽  
2013 ◽  
Vol 52 (10) ◽  
pp. 484-490 ◽  
Author(s):  
Hisashi Mori ◽  
Kenji Fujino ◽  
Ken Kurita ◽  
Yasumasa Chino ◽  
Naobumi Saito ◽  
...  
Keyword(s):  
Magnesium Alloy ◽  
Flame Retardant ◽  
High Speed ◽  
High Speed Rail ◽  
Rail Vehicles

scholarly journals Research tools aplicable in designing of high-speed and high-power rail vehicles

2021 ◽  
Vol 31 ◽  
pp. 10-17
Author(s):  
Vojtěch Dybala
Keyword(s):  
High Power ◽  
High Speed ◽  
Mechanical Engineering ◽  
Dynamic Behaviour ◽  
Road Transport ◽  
Railway Vehicle ◽  
Railway Transport ◽  
Laboratory Equipment ◽  
Research Activities ◽  
Rail Vehicles

The importance of the railway transport of both goods and passengers continuously grows as it is in many points of view more ecological and economical solution in comparison with road transport. Just the importance has been supporting efforts to design more powerful and faster trains reaching traction powers more than 1.6 MW per a wheel-set or service top speed much more than 300 km/h till these days. To reach design which has enabled such a kind of performances it was necessary to research dynamic behaviour of railway vehicles. Both via laboratory measurements and simulations. The laboratory experiments have been carried out on a specially designed laboratory equipment called roller rigs. A laboratory equipped by roller rig for testing of the railway vehicle dynamic behaviour has been built at the Faculty of Mechanical Engineering at CTU in Prague, also within PhD studyprograms and SGS grants. Another powerful tool within research activities is a simulation. Kind of a such simulation will be presented by this contribution with the focus on the torsion dynamics of high-power fully-suspended drive of a railway vehicle, which has been developed also by PhD students under financial support of The Faculty of Mechanical Engineering and related grants.

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