2021
DOI: 10.1155/2021/6509950
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Dynamical Effect Investigations of Component’s Internal Interface by Using Techniques of Rigid‐Flex Coupling Simulation

Abstract: As a component of servicing car body, the internal interfaces of aluminum alloy carbody include all connections of equipments hanged under floor and mounted on roof, which are expected to form the weak coupling relationship. For an imported prototype with primary hunting phenomenon, a dynamical design methodology of speeding-up bogies was proposed. The analysis graph of full-vehicle stability properties and variation patterns is used to clarify a self-adaptive improvement direction, i.e., λeN ≥ λemin, and λemi… Show more

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Cited by 5 publications
(3 citation statements)
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“…As far as the CRH3C bogies are concerned, with four ZF Sachs T60 confgurations per bogie, as shown in Figures 1(g)-1(i), the central hollow tread wear is formed eventually no matter the rail grinding treatment or the wheel profle renewal design, which is mainly manifested in the following three aspects: (1) high-speed shaking phenomenon at low conicity of λ e < 0.10 after rail grinding [21]; (2) central hollow tread wear is eventually formed in long-term operations on dedicated lines with λ e ≥ 0.10 [17,20]; and (3) the service car body futtering phenomenon may occur accidentally and become more and more serious when λ e ≈ (0.30-0.35) [22,28]. So, how should we give a reasonable explanation for the formation mechanism of the above detrimental wear?…”
Section: Rational Condition Of Wheel-rail Matchingmentioning
confidence: 99%
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“…As far as the CRH3C bogies are concerned, with four ZF Sachs T60 confgurations per bogie, as shown in Figures 1(g)-1(i), the central hollow tread wear is formed eventually no matter the rail grinding treatment or the wheel profle renewal design, which is mainly manifested in the following three aspects: (1) high-speed shaking phenomenon at low conicity of λ e < 0.10 after rail grinding [21]; (2) central hollow tread wear is eventually formed in long-term operations on dedicated lines with λ e ≥ 0.10 [17,20]; and (3) the service car body futtering phenomenon may occur accidentally and become more and more serious when λ e ≈ (0.30-0.35) [22,28]. So, how should we give a reasonable explanation for the formation mechanism of the above detrimental wear?…”
Section: Rational Condition Of Wheel-rail Matchingmentioning
confidence: 99%
“…Inspired by the above creative measures to reduce wear and dissipation, this research has fnished the following two previous works [27,28], i.e., the two self-adaptive improved solutions for higher-/high-speed bogies and the weak coupling design to ensure a 30-year service life of a car body made of aluminum alloy.…”
Section: Introductionmentioning
confidence: 99%
“…As for the next generation of higher speed HSRS, the self-adaptive improved design of higher speed bogies will take German ICE3 serial bogies as the technical prototype, and the self-adaptive basic idea was put forward and verified in the literature [52,53]. This low-cost solution has been working to perfection constantly in scientifically promoting the limit and construction speeds under the rational condition of wheel-rail matching, by which the large-scale MDO platform can be constituted to achieve the above three goals.…”
Section: Next Generation Hsrs With Higher Speedmentioning
confidence: 99%