Carbody vibrations of high-speed train caused by dynamic unbalance of underframe suspended equipment

Wang, Qunsheng; Zeng, Jing; Lai, Wei Chih; Zhu, Bin

doi:10.1177/1687814018818969

Cited by 27 publications

(19 citation statements)

References 20 publications

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“…Therefore, the vibration equation can be written as (Wang et al, 2018)where m c is the mass of the carbody; ωk is the frequency of the k th-order carbody vibrational mode; and ξk is the damping ratio of the k th-order carbody vibration.…”

Section: Vertical Vibration Model Of High-speed Railway Vehiclementioning

confidence: 99%

Study on semi-active suspension applied on carbody underneath suspended system of high-speed railway vehicle

Wang

Zeng

et al. 2020

Journal of Vibration and Control

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Considering the coupling vibration of a flexible carbody and the underneath suspended equipment, a vertical coupled vibration model of a high-speed train was constructed. A roller test rig was conducted to validate the theoretical model. To reduce carbody elastic vibration, the semi-active vibration reduction models based on the Sky-hook and the linear quadratic regulator control strategies were proposed. The semi-active suspension system was installed between the carbody and the suspended equipment, and the influence of the semi-active suspension on carbody vibration reduction was analyzed. The results show that the semi-active suspension can significantly reduce carbody vibration, especially at high operating speeds. The higher the elastic vibration of carbody, the better the vibration reduction effect of the semi-active suspension. Compared with the passive suspension and the semi-active suspension, the semi-active suspension of the Sky-hook control has a relatively wider vibration control range, and has an obvious effect on carbody rigid and elastic vibration reduction. Although the semi-active suspension of the linear quadratic regulator control had little influence on the rigid carbody vibration, it could reduce most of the elastic carbody vibration.

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Section: Vertical Vibration Model Of High-speed Railway Vehiclementioning

confidence: 99%

Study on semi-active suspension applied on carbody underneath suspended system of high-speed railway vehicle

Wang

Zeng

et al. 2020

Journal of Vibration and Control

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“…According to the modal analysis theory, the displacement of the beam can be expanded as yðx; tÞ ¼ X 1 i¼1 q i ðtÞ/ i ðxÞ (19) in which q i ðtÞ is the ith mode principal coordinate and / i ðxÞ is the ith modal function, satisfying R L 0 / i ðxÞ/ j ðxÞdx ¼ Ld ij and d 4 / i ðxÞ=dx 4 ¼ b 4 i / i ðxÞ, where d ij is the Kronecker function and b i is the eigenvalue of the beam characteristic equation. (20) The forms of the steady-state solution are as follows…”

Section: Vehicle-equipment Simplified Model Considering the Series Stiffness Of The Shock Absorbermentioning

confidence: 99%

Suspension parameter design of underframe equipment considering series stiffness of shock absorber

Chen

et al. 2014

Advances in Mechanical Engineering

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In this article, a vertical rigid–flexible coupling model between the vehicle and the equipment is established. Considering the series stiffness of hydraulic shock absorbers, the underframe equipment is like a three-element-type Maxwell model dynamic vibration absorber. The carbody is approximated by an elastic beam and the three-element-type dynamic vibration absorber for general beam system was studied by fixed-point theory. The analytical solution of the optimal suspension parameters for the beam system subjected to harmonic excitation is obtained. The dynamic vibration absorber theory is applied to reduce the resonance of the carbody and to design the suspension parameters of the underframe equipment accordingly. Then, the railway vehicle model was established by multi-body dynamics simulation software, and the vibration levels of the vehicle at different speeds were calculated. A comparative analysis was made between the vehicles whose underframe equipment was suspended by the three-element-type dynamic vibration absorber model and the Kelvin–Voigt-type dynamic vibration absorber model, respectively. The results show that, compared with the vehicle whose underframe equipment is suspended by the Kelvin–Voigt-type dynamic vibration absorber model, the vehicle whose underframe equipment is suspended by the three-element-type dynamic vibration absorber model can achieve a much better ride quality and root mean square value of the vibration acceleration of the carbody. The carbody elastic vibration can be reduced and the vehicle ride quality can be improved effectively using the designed absorber.

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“…Chen [3] proposed an approach for designing the suspension parameters for UCE elements, based on using a multi-objective analytical target cascading optimisation algorithm to suppress the vibration of the carbody and UCE. Wang [4] studied the effect of a dynamic imbalance in the rotational equipment on a carbody, and proposed that the use of elastic suspension for such equipment can isolate the vibration transmissions from the carbody, and that the dynamic imbalance should be considered to optimise reasonable suspension parameters.…”

Section: Introductionmentioning

confidence: 99%

Research on Multi-Point Connection of Under-Chassis Equipment Suspension System in High-Speed Trains

Sun

Zhou

Gong

et al. 2021

Preprint

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A power dispersive high-speed electric multiple-unit (EMU) train requires the installation of traction equipment under the carbody. As the speed of high-speed trains increases, the demand for traction power is increasing, and the weight and size of the equipment have increased accordingly. To adapt to the research and development of higher-speed EMU trains, this research proposes the use of a multi-point connection scheme for installing the under-chassis equipment. First, the static deflection and supporting reaction force of each hanging point are obtained based on static analysis, and it is found that increasing the number of connection points is beneficial for reducing the static stiffness requirement of each rubber element. Then, an energy decoupling degree is introduced, and an optimisation design method for the hanging point stiffness is proposed based on the energy decoupling degree and optimal vertical suspension frequency. Finally, a rigid-flexible coupling dynamics simulation model is established to analyse the vibration characteristics of the carbody and equipment after decoupling and optimisation of the multi-point suspension schemes. The research results show that after the decoupling optimisation, the vibration amplitude in the middle of the carbody is effectively reduced, and the ride quality of the carbody is improved. The difference in the number of hanging points has little effect on the vibration performance of the carbody, but increasing the number of hanging points is beneficial for reducing the dynamic supporting reaction forces of the hanging components, thereby reducing the dynamic stress of the rubber elements, and improving the fatigue resistance.

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Carbody vibrations of high-speed train caused by dynamic unbalance of underframe suspended equipment

Cited by 27 publications

References 20 publications

Study on semi-active suspension applied on carbody underneath suspended system of high-speed railway vehicle

Study on semi-active suspension applied on carbody underneath suspended system of high-speed railway vehicle

Suspension parameter design of underframe equipment considering series stiffness of shock absorber

Research on Multi-Point Connection of Under-Chassis Equipment Suspension System in High-Speed Trains

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