Hunting stability analysis of high-speed train bogie under the frame lateral vibration active control

The wheel–rail contact forces are responsible for hunting instability of high-speed train and fatigue damage of the wheel and rail. The wheel–rail contact forces are usually nonlinear, motion-dependent, time-varying and destabilizing, and cannot be directly measured when the train is in motion. In this paper, we present a useful tool for engineers to estimate the wheel–rail contact forces from train motion signals. In particular, an extended state observer is adopted to estimate the wheel–rail contact forces of a high-speed train bogie from its motion measurements. We make use of the condition for observability of the extended state observer to investigate the design of motion sensors in terms of the needed number and types. The accurate estimated wheel–rail contact forces together with the corresponding motion measurements are then used to estimate parameters of a wheel–rail contact force model with the help of recursive least squares algorithm. Extensive numerical simulations are presented to demonstrate and validate the proposed method. The research concept and proposed method of this paper are innovative. The results indicate that the extended state observer delivers excellent estimation performance for the bogie with a limited number of motion measurements. The new findings of the paper can lead to the development of new tools for engineers to use to monitor the health of wheel and rail from motion signals of the train.

show abstract

“…The matrices M, C D , K and E of the bogie are given as [23]: Hence, the matrix O λ has a full rank, which is given by…”

Section: Appendix a System Matricesmentioning

confidence: 99%

Estimation of wheel–rail structural interactions from motion signals of high-speed train bogie

Zhao

Huang

Sun

2022

Int. J. Dynam. Control

Self Cite

View full text Add to dashboard Cite

show abstract

“…Therefore, this control scheme is closer to the nature of active primary suspension. Sharing the similar idea of SYC, a new active control for a bogie is proposed to improve the stability as is introduced in [101]. In this work, two inertial actuators are applied in lateral direction on the front and rear beam of the bogie frame.…”

Section: (B) Secondary Yaw Control (Syc)mentioning

confidence: 99%

Active suspension in railway vehicles: a literature survey

Giossi

Persson

et al. 2020

Rail. Eng. Science

View full text Add to dashboard Cite

Since the concept of active suspensions appeared, its large possible benefits has attracted continuous exploration in the field of railway engineering. With new demands of higher speed, better ride comfort and lower maintenance cost for railway vehicles, active suspensions are very promising technologies. Being the starting point of commercial application of active suspensions in rail vehicles, tilting trains have become a great success in some countries. With increased technical maturity of sensors and actuators, active suspension has unprecedented development opportunities. In this work, the basic concepts are summarized with new theories and solutions that have appeared over the last decade. Experimental studies and the implementation status of different active suspension technologies are described as well. Firstly, tilting trains are briefly described. Thereafter, an indepth study for active secondary and primary suspensions is performed. For both topics, after an introductory section an explanation of possible solutions existing in the literature is given. The implementation status is reported. Active secondary suspensions are categorized into active and semi-active suspensions. Primary suspensions are instead divided between acting on solid-axle wheelsets and independently rotating wheels. Lastly, a brief summary and outlook is presented in terms of benefits, research status and challenges. The potential for active suspensions in railway applications is outlined.

show abstract

“…Based on the vehicle swaying phenomenon, from the analysis of line test results, the problem of low-frequency swaying is that the natural mode of the carbody is excited due to the disturbance when being at high-speed running, so the source of the disturbance needs to be determined and studied. ere are many disturbance sources that affect the vehicle dynamic performance, mainly including the forced vibration caused by dynamic imbalance of wheelset, the forced vibration caused by track plate length, the vibration caused by rail length, and the hunting motion of bogie [13,14]. Among them, the vibrations caused by dynamic imbalance of wheelset, track plate length, and rail length mainly affect the vertical performance of the vehicle, but rail length also affects the lateral performance, such as the hunting motion of bogie [15,16].…”

Section: Analysis Of Excitation Sourcementioning

confidence: 99%

Research on Low-Frequency Swaying Mechanism of Metro Vehicles Based on Wheel-Rail Relationship

Shi

Dai

Wang

et al. 2020

Shock and Vibration

View full text Add to dashboard Cite

For the worn state of the wheel, metro vehicles often suffer a serious carbody swaying issue, which causes the lateral stability of the vehicle to exceed the limit and affects the ride comfort. An experimental test was carried out on this investigation to study the carbody swaying of the metro vehicle. The field results show that the vehicle system vibrates at around 2.5 Hz in the lateral direction, which leads to the low-frequency swaying on the carbody. In order to explore the formation mechanism of the carbody low-frequency swaying and its relationship with the geometry matching of wheel-rail contact, measured rail and wheel profiles are employed to present a comparative analysis with respect to the initial contact geometry. A multibody dynamic railway vehicle system is established further. Time-domain simulations state that the 2.5 Hz vibration on the carbody belongs to the natural frequency of the vehicle, and the amplitude is larger for the measured wheels than that of the standard wheel profiles. By using the root-locus method, it can be determined that the 2.5 Hz vibration corresponds to the upper swaying mode of the carbody. With the increase in the wheel-rail equivalent conicity, the hunting frequency of bogie increases gradually, which converts frequency with the upper swaying frequency of carbody and leads to carbody low-frequency swaying.

show abstract

Hunting stability analysis of high-speed train bogie under the frame lateral vibration active control

Cited by 35 publications

References 24 publications

Estimation of wheel–rail structural interactions from motion signals of high-speed train bogie

Estimation of wheel–rail structural interactions from motion signals of high-speed train bogie

Active suspension in railway vehicles: a literature survey

Research on Low-Frequency Swaying Mechanism of Metro Vehicles Based on Wheel-Rail Relationship

Contact Info

Product

Resources

About