Dynamics of Coupled Systems in High-Speed Railways: Theory and Practice

Front-Matter_2020_Dynamics-of-Coupled-Systems-in-High-Speed-Railways
Dynamics of Coupled Systems in High-Speed Railways
Copyright_2020_Dynamics-of-Coupled-Systems-in-High-Speed-Railways
Copyright
Preface_2020_Dynamics-of-Coupled-Systems-in-High-Speed-Railways
Preface
Chapter-1---Introductio_2020_Dynamics-of-Coupled-Systems-in-High-Speed-Railw
1 - Introduction
1.1 Development and technical features of the China high-speed railway
1.1.1 Development of the China high-speed railway
1.1.2 China high-speed railway technologies
1.1.2.1 Railway line
1.1.2.2 Railway track
1.1.2.3 Tunnel
1.1.2.4 Train control system
1.1.2.5 Power supply system
1.1.3 Development of the China high-speed train
1.1.3.1 Different head forms in the lead and tail cars
1.1.3.2 Small aerodynamic resistance on the car body
1.1.3.3 Larger wheelbase in bogie
1.1.3.4 High traction power
1.1.3.5 Development of a new network
1.1.3.6 Application of new materials
1.2 Literature review of railway dynamics
1.2.1 Vehicle system dynamics
1.2.1.1 Hunting stability
1.2.1.2 Curving dynamic performance
1.2.1.3 Ride comfort
1.2.2 Train system dynamics
1.2.2.1 Longitudinal dynamic model
(1) Quasi-static model
(2) Longitudinal dynamic model
1.2.2.2 Lateral dynamic model
1.2.2.3 Vertical dynamic model
1.2.3 Track system dynamics
1.2.4 Train aerodynamics
1.2.4.1 Train aerodynamics in the presence of environmental wind
1.2.4.2 Train crossing aerodynamics
1.2.4.3 Train tunnel aerodynamics
1.2.5 Pantograph-catenary system dynamics
1.3 The necessity of studying the high-speed train coupling system
1.3.1 Particularity of the railway system
(1) Scale effect
(2) Time effect
(3) Spatial effect
1.3.2 Dynamic problems in the high-speed railway
1.3.2.1 Hunting stability
1.3.2.2 System vibration
1.3.2.3 Pantograph-catenary vibration
1.3.2.4 Aerodynamic disturbance
1.4 Research on coupling system dynamics of the high-speed train
1.4.1 Research on vehicle system dynamics
1.4.1.1 Hunting stability
1.4.1.2 Running safety
1.4.1.3 Ride comfort
1.4.2 Research on coupling relationship
1.4.2.1 Wheel-rail contact relationship
1.4.2.2 Pantograph-catenary coupling relationship
1.4.2.3 Fluid-structure coupling relationship
1.4.2.4 Electro-mechanical coupling relationship
References
Chapter-2---Dynamic-modeling-of-coupled-sy_2020_Dynamics-of-Coupled-Systems-
2 -
Dynamic modeling of coupled systems in the high-speed train
2.1 Basic definitions
2.2 Dynamic modeling for subsystems
2.2.1 Vehicle subsystem
2.2.1.1 Multi-rigid-body modeling of the vehicle system
(1) Multi-rigid-body dynamics theory
(2) Vehicle system modeling based on the orbital coordinate system
(3) Force element library for the vehicle system
1 Linear spring-damper parallel axial force element
2 Spring-damper serial force element
3 Air spring model
4 External Load Elements
2.2.1.2 Rigid-flexible coupled model of the vehicle system
(1) Finite Element Modal Extraction
(2) Rigid-flexible coupled modeling theory for vehicle systems
(3) Dynamic Stress Calculation
2.2.1.3 Vehicle system dynamics modeling extension
(1) Fault dynamics modeling
1 Modeling the decay of secondary suspension stiffness
2 Stick-slip contact modeling
3 Simulation results
(2) Compact modeling using vehicle system dynamics and the discrete element method
(3) Derailment dynamics modeling
2.2.2 Track system modeling
2.2.2.1 Ballasted tracks
2.2.2.2 Ballastless track on the embankment
2.2.2.3 Ballastless track on a bridge
2.2.3 Pantograph modeling
2.2.3.1 Multi-rigid body modeling
2.2.3.2 Lumped mass modeling
2.2.3.3 Rigid-flexible coupled modeling
2.2.3.4 Fully flexible modeling
2.2.4 Catenary modeling
2.2.4.1 modal-based modelling method
2.2.4.2 Direct modeling methods
2.2.5 Airflow modeling
2.2.5.1 Mathematical model
2.2.5.2 Geometric model
2.2.6 Power System Modeling
2.2.6.1 Traction substation model
2.2.6.2 Simulation model of the traction power supply system
2.2.7 Modeling of the drive system
2.2.7.1 High-speed train transmission system topology
2.2.7.2 Mathematical model of the traction drive system of a type of EMU
(1) Three-level pulse rectifier
(2) Three-level traction inverter
(3) Mathematical model of the traction motor
2.3 Coupling models
2.3.1 Coupling model
2.3.1.1 Coupling model between vehicles
(1) Coupler buffer device model
(2) Shock absorber model between vehicles
(3) Model of the vestibule diaphragm device
2.3.1.2 Coupling calculation method for the train
2.3.1.3 Pantograph catenary coupling model
2.3.1.4 Wheel-rail coupling model
(1) Rail contact point calculation
(2) Rail contact normal force
(3) Wheel-rail creep force
2.3.1.5 Vehicle-track coupling excitation model
(1) Fixed-point load model
(2) Moving-load model
(3) Moving irregularity model
(4) Moving vehicle model
(5) Sliding window model
(2) Sliding window rail calculation method
2.3.1.6 Fluid-solid coupling model
(1) Offline simulation model
(2) United simulation model
(3) Co-simulation model based on relaxation factor
(4) Equilibrium state model
2.3.1.7 Electromechanical coupling model
(1) Vehicle-catenary electromechanical coupling
1) Pantograph arc model
(2) Vehicle-catenary electromechanical coupling
(2) Motor-wheel coupling
2.3.2 High-speed train coupling large system dynamics
2.3.2.1 High-speed train coupling large system dynamics model
2.3.2.2 Traction control in train operation
2.3.2.3 Service simulation of the high-speed train
(1) Operation simulation
(2) Service simulation
&tnqh_x2460; Calculation block diagram
&tnqh_x2461; Failure model
References
Chapter-3---The-simulation-platform-for-the-dy_2020_Dynamics-of-Coupled-Syst
3.- The simulation platform for the dynamics of coupled systems in high-speed trains
3.1 The framework of the simulation platform for the dynamics of coupled systems in high-speed trains
3.1.1 The function of the simulation platform for the dynamics of coupled systems in high-speed trains
3.1.2 The software architecture of the simulation platform for the dynamics of coupled systems in high-speed trains
3.1.3 The hardware architecture of the simulation platform for the dynamics of coupled systems in high-speed trains
3.2 Parametric and graphical modeling of high-speed trains
3.2.1 Dynamics property extraction techniques for computer-aided design models
3.2.1.1 Definition of coordinate system for computer-aided design system and multibody dynamics system
3.2.1.2 Topological attribute extraction
3.2.1.3 Extraction of geometry properties
3.2.1.4 Extraction of physical attributes
3.2.2 Parametric dynamics modeling of high-speed trains
3.2.3 Graphical dynamic modeling of high-speed trains
3.3 The calculation method of the dynamics of coupled systems in high-speed trains
3.3.1 Modeling method for coupled subsystems with different study scales
3.3.2 Time–space synchronization control method for coupled subsystems with different integration steps
3.3.2.1 Integrated modeling technology for dynamics of coupled systems
3.3.2.2 Coupling calculation method
3.3.2.3 Coupled calculation implementation
3.4 The postprocessing display technology
3.4.1 The simulation display technology of the high-speed train movement with different granularity
3.4.2 Dynamic state display techniques for different domains
3.4.3 Diversified display technology of Dynamic data
3.5 Case study and verification of the simulation platform for the dynamics of coupled systems in high-speed trains
3.5.1 Case study of the simulation platform for the dynamics of coupled systems in high-speed trains
3.5.2 The simulation calculations and verification of the dynamics of coupled systems in high-speed trains
3.5.2.1 The parameters of the simulation system model
3.5.2.1.1 Vehicle dynamics model
3.5.2.1.2 Train dynamics model
3.5.2.1.3 Track dynamics model
3.5.2.1.4 Track irregularity
3.5.2.1.5 Pantograph–catenary dynamics model
3.5.2.1.6 Train aerodynamics model
3.5.2.1.7 Settings of the coupled calculation parameters
3.5.2.2 Comparison between the numerical and the test results of the high-speed train dynamic system
3.5.2.2.1 Comparison of vehicle dynamic performance under the open-line operation
3.5.2.2.2 Comparison of the dynamic performance of the pantograph–catenary under the open-line operation
3.5.2.2.3 Comparison of aerodynamic performance of a train in the open air
3.5.2.2.4 Comparison of aerodynamic performance of a train passing through a tunnel
3.5.2.2.5 Comparison of running performance and energy consumption at the maximum operating conditions of trains
References
Further reading
Chapter-4---Basic-characteristics-and-evaluation-_2020_Dynamics-of-Coupled-S
4 -
Basic characteristics and evaluation of the dynamics of the coupling systems of the high-speed train
4.1 Dynamics and parameters of the high-speed train coupling system
4.1.1 Parameters of the high-speed train
4.1.1.1 Description of air spring calculation parameters
4.1.1.2 Description of the calculation parameters for hydraulic buffers
4.1.2 Parameters of wheel-rail coupling
4.1.2.1 Wheel
4.1.2.2 Rail
4.1.2.3 Sleeper
4.1.2.4 Fastener
4.1.2.5 Sleeper
4.1.2.6 Slab track
4.1.2.7 Track Irregularity
4.1.3 Dynamic Pantograph-catenary interaction parameters
4.1.3.1 Catenary
1 Catenary structure parameter
2 Parameters of catenary irregularity
1) Sample of contact line vertical irregularity of the Wuhan-Guangzhou high-speed railway
2) Sample of contact line vertical irregularity of the Beijing-Shijiazhuang-Wuhan high-speed railway
3) Sample of contact line vertical irregularity of the Zhengzhou-Xian high-speed railway
4) Sample of contact line vertical irregularity of the Harbin-Dalian high-speed railway
4.1.3.2 Pantograph
4.1.4 Parameters of fluid and structure interaction
4.1.5 Electro-mechanical coupling parameters
4.1.5.1 Train traction/braking performance parameters
4.1.5.2 Traction drive system electrical parameters
(1) Traction transformer and auxiliary equipment
(2) Traction converter
(3) Traction motor
4.1.5.3 Traction power supply system electrical parameters
4.2 Dynamic performance evaluation index
4.2.1 Train vibration evaluation index
4.2.1.1 Motion stability evaluation
4.2.1.2 Operation stability evaluation
(1) Ride Index
(2) Degree of Comfort
(3) Acceleration measurements
4.2.1.3 Vibration intensity evaluation
4.2.1.4 Wheel-rail relationship evaluation index
(1) Vertical Contact Forces Between Wheel and Rail
(2) Lateral contact forces between wheel and rail
(2) Lateral force of wheel axle
4.2.1.5 Derailment safety index
(1) Derailment coefficient
(2) Wheel load reduction rate
(3) Overturning coefficient
4.2.2 Evaluation Index of the interaction between pantograph and overhead contact line
4.2.2.1 Dynamic contact force
4.2.2.2 Contact loss
4.2.2.3 Hard spot
4.2.2.4 Dynamic contact line height
4.2.2.5 Uplift displacement of the contact line
4.2.3 Evaluation index of fluid-structure interaction
4.2.3.1 Requirements for pressure inside and outside of the carriage, and airtightness of the vehicle
4.2.3.2 Evaluation criteria for micro pressure wave at tunnel exit
4.2.4 Electro-mechanical coupling evaluation
4.2.4.1 Energy conversion efficiency evaluation
4.2.4.2 Electrical characteristics evaluation index of the traction drive system
4.3 Dynamic performance of the high-speed train’s coupling system
4.3.1 Dynamic characteristics of interaction between vehicles
4.3.2 Dynamic characteristics of interaction between wheel and rail
4.3.3 Dynamic pantograph-catenary interaction characteristics
4.3.3.1 Dynamic performance of the pantograph-catenary system
(1) Uplift Displacement
(2) Contact force
(3) Vibration acceleration
(4) Dynamic stress
4.3.3.2 Effect of fluid-solid coupling on dynamic performance of the pantograph-catenary system
4.3.3.3 Effect of vehicle-bridge interaction on the dynamic performance of the pantograph-catenary system
4.3.4 Dynamic characteristics of fluid-structure interaction
4.3.4.1 Fluid-structure interaction effects
4.3.4.2 Distribution of the pressure on the vehicle body surface and the flow field
4.3.4.3 Aerodynamic force and dynamic performance of the train
4.3.4.4 Margin of operation safety in ambient wind
4.3.5 Electro-mechanical coupling dynamics characteristics
4.3.5.1 Electro-mechanical coupling system characteristics
4.3.5.2 Effect of contact loss arcs on the traction power supply system
References
Chapter-5---Optimization-design-method-for-th_2020_Dynamics-of-Coupled-Syste
5 - Optimization design method for the dynamic performance of high-speed trains
5.1 Design of Optimization targets and priority indexes of high-speed trains
5.1.1 Optimization targets of the dynamic performance of high-speed train
5.1.2 Priority design indexes of high-speed train
5.1.2.1 Transportation capacity indexes
5.1.2.2 Safety index
5.1.2.3 Comfort index
5.1.2.4 Friendly environment index
5.1.2.5 Priority design index
5.2 Design methods of high-speed train kinetic stability
5.2.1 Kinetic stability control strategy
5.2.2 Method of parameter optimization design
5.2.2.1 Determination principle of target value of critical instable speed
5.2.2.2 Engineering range conditions of the parameter
(1) Mass of car body
(2) Secondary air spring
(3) Secondary damper
(4) Primary lateral positioning stiffness
(5) Primary longitudinal positioning stiffness
5.2.2.3 Optimization principle based on sensitivity
5.2.2.4 Equilibrium principle of dynamic performance
5.2.2.5 Reliability design of kinetic stability
5.3 Optimal design of high-speed train ride quality performance
5.3.1 Vibration quality control
5.3.2 Optimal design of parameter
5.3.2.1 Resonance control
5.3.2.2 Optimal design of the transfer function
5.4 Safety design of running high-speed train
5.5 Comprehensive design of high-speed train parameters
5.5.1 The influence of parameters of high-speed train on dynamic performance
5.5.2 Parameter optimal design of high-speed train
5.5.2.1 Design of wheel tread
5.5.2.2 Selection of wheel diameter
5.5.2.3 Selection of wheelbase
5.5.2.4 Design of primary positioning stiffness
5.5.2.5 Parameter design of air spring
5.5.2.6 Parameter design of damper
(1) Vertical damper
(2) Secondary lateral damper
(3) Yaw damper
References
Chapter-6---Optimal-design-for-coupled-syst_2020_Dynamics-of-Coupled-Systems
6 -
Optimal design for coupled systems parameter of high-speed train
6.1 Optimal design of high-speed railway line parameters
6.1.1 Plane and vertical section design
6.1.1.1 Effect of the curve radius
6.1.1.2 Effect of transition curve length
6.1.1.3 Effect of changing slope point
Optimal design of line stiffness
(1) Reasonable stiffness of the track
(2) Reasonable stiffness of the subgrade surface of the transition section
Track irregularity control
Effects of track random irregularity
(1) Sensitive track irregularities at a speed of 250 km/h
(2) Sensitive track irregularity at speed of 350 km/h
Effects of Line Harmonics Irregularity [5]
(1) The effect of the irregularity of the twist of track on the wheel load reduction rate
The effect of the amplitude of the twist of track
(2) Influence of the wavelength of the twist of track
(2) Effect of the shape of the twist of track
(2) Effect of high and low harmonics irregularity on wheel load reduction rate
(1) Effect of amplitude of high and low harmonics irregularity on amplitude
(1) Effect of wavelength of high and low harmonics irregularity
(3) Effect of horizontal harmonics irregularity on load shedding rate
(3) Effect of amplitude of horizontal harmonic irregularity
(2) Effect of wavelength of horizontal harmonics irregularity
(4) Study on the influence of random track irregularity on the comfort performance of running EMU
(1) Sensitive wavelength analysis of comfort index
(2) Comparative analysis of comfort performance at different wavelengths
6.2 Optimal design of high-speed pantograph and catenary parameters
6.2.1 Optimized design of pantograph parameters
6.2.1.1 Suspension stiffness of pantograph head
6.2.1.2 Suspension damping of pantograph head
6.2.1.3 Pantograph head quality, frame quality
6.2.1.4 Frame stiffness
6.2.1.5 Frame damping
6.2.1.6 Raising force
6.2.2 Optimized design of catenary parameters
6.2.2.1 Suspension form
6.2.2.2 Span
6.2.2.3 Hanging string spacing
6.2.2.4 Catenary tension
6.2.2.5 Catenary material
6.2.3 Optimal design of pantograph spacing
6.3 Optimal design of the aerodynamic characteristics of high-speed train
6.3.1 Optimal design of high-speed train shape
6.3.1.1 Head profile control line
6.3.1.2 Head profile control line and steady-state basic aerodynamic characteristics
6.3.1.3 Head profile control line and pass-wind aerodynamic performance
6.3.1.4 Head control line and train passing performance
6.3.2 Optimal design of line spacing
6.3.2.1 Aerodynamic Force and Pressure Waves of Train Passing
(1) Line spacing and train passing aerodynamic force
(2) Train passing speed and aerodynamic force
6.3.2.2 5 m line spacing recommended running speed
(1) Safety of train passing
(2) Analysis of the stability of the train
6.3.2.3 Recommendations for line spacing when the train’s speed is over 380 km/h
(1) Safety analysis
(2) Stability analysis
6.3.3 Optimal design of windbreak
6.3.3.1 Calculation model
6.3.3.2 Body pressure distribution law
6.3.3.3 Aerodynamic characteristics of train
6.3.3.4 Recommendations for the height of the windbreak
References
Chapter-7---Experimental-technologies-of-hig_2020_Dynamics-of-Coupled-System
7 - Experimental technologies of high-speed trains for dynamic performance
7.1 Research platform construction of high-speed trains in National Laboratory of Rail Transit (NLRT)
(1) Systematic
(2) Experimental
(3) Practical
7.2 Bench test technologies of high-speed trains for fundamental research
7.2.1 Test technology of the whole vehicle dynamics performance
7.2.1.1 Real vehicle test
7.2.1.2 Proportional movement model (PMM) experiment
7.2.2 Test technology of wheel-rail interaction
(1) Test technology of wheel-rail creep force
(2) Test technology of wheel-rail adhesion
(3) Test technology of friction wear and contact fatigue
(1) Test technology of derailment
7.2.3 Test technology of fluid-solid coupling relationship
(1) Similarity criteria
(2) Structural parameters design of wind tunnel
(3) Test condition
7.2.4 Test technique of pantograph-catenary interaction
7.3 Line test technology of high-speed trains for dynamic service performance
7.3.1 Research platform of service performance
7.3.2 Tracking experiment of high-speed trains
7.4 Experiment research results of high-speed trains
7.4.1 Experimental research introduction of high-speed trains for the Beijing-Tianjin Intercity Railway
7.4.2 Vibration behaviors of high-speed trains from the leading vehicle to the last vehicle
7.4.3 Vibration transfer regulation from the catenary to the ground
7.4.4 Vibration behaviors of high-speed trains when passing each other
7.4.4.1 Vibration behaviors of high-speed trains in the passing events on open line
7.4.4.2 Vibration behaviors of high-speed trains in the passing events in tunnel
7.4.5 Noises distribution regulation of high-speed trains inside and outside the vehicle
(1) Noises outside
(2) Noises inside
References
Chapter-8---Service-performance-and-safety_2020_Dynamics-of-Coupled-Systems-
8 -
Service performance and safety control for the high-speed train
8.1 Development outcomes of service performance for the high-speed train
8.1.1 Basic outcomes under constant speed
8.1.2 Change outcomes at different speeds
8.1.3 Evolution laws under different mileage
8.2 Safety monitoring technology of the running gear of the high-speed train
8.2.1 Framework of the safety monitoring platform
8.2.1.1 Main functions of the safety monitoring platform
8.2.1.2 Framework of the safety monitoring platform
(1) Condition monitoring
(2) Diagnosis and assessment
(3) Safety control
8.2.2 Onboard safety monitoring and detection technology
8.2.2.1 Framework of the onboard safety monitoring system
8.2.2.2 Detection of the lateral stability of the bogie
8.2.2.3 Detection of abnormal vibration of the running gear
8.2.2.4 State detection of rotating parts
8.2.2.5 State detection of suspension parts
8.2.3 Ground safety monitoring and detection technology
8.2.3.1 Framework of the Ground safety monitoring system
8.2.3.2 Flaw detection technology for the wheel axle
8.2.3.3 Detection technology for overall dimension of wheelset
8.2.3.4 Wheel tread detection technology
8.3 Prediction and threshold of service performance of the high-speed train
8.3.1 Influence and threshold of wheel tread wear on dynamic performance
8.3.1.1 Influence of equivalent conicity
8.3.1.2 Influence of the wheel diameter difference
8.3.1.3 Influence of wheel polygonization
8.3.2 Influence of dimension error on dynamic performance and its threshold
8.3.2.1 Shape and position errors of wheelset installation
8.3.2.2 Wheel-weight difference
8.3.3 Influence of suspension parameters on dynamic performance and its threshold
8.3.3.1 Control threshold of primary positioning stiffness
8.3.3.2 Control threshold value of the yaw damper
8.4 Control of service performance of the high-speed train
8.4.1 Control strategy of tolerance and deviation from parameter design
8.4.1.1 Reliability design of the wheelset tread
(1) Design objective for the wheelset tread
(2) Randomness of equivalent conicity parameters
(3) Relationship between equivalent conicity and line critical velocity
(4) Forecasting of reliability of motion stability
8.4.1.2 Reliability design of primary location system
(1) Design objective of reliability of the primary location system
(2) Randomness of primary location system
(3) Relationship between stiffness and vehicle dynamic response
(4) Reliability analysis of primary locating stiffness
(5) Stiffness design of the primary retaining spring with given degree of reliability
8.4.2 Deterioration law of service reliability of the high-speed train
8.4.2.1 Reliability index
(1) Average time before first failure
(2) Availability
(3) Steady-state failure frequency
8.4.2.2 Deterioration law of the reliability of key components
8.4.2.3 Structural importance of technical parameters and vibration parameters
8.4.3 Control strategy for service reliability of the high-speed train
8.4.3.1 Service evaluation parameters of the high-speed train
8.4.3.2 Disturbance factors affecting service safety and comfort of the high-speed train
8.4.3.3 Mapping relation between excitation factors and running safety of the high-speed train
8.4.3.4 Relationship between excitation factors and service safety
(1) Wheel diameter abrasion loss and equivalent conicity
(2) Equivalent conicity and critical velocity
8.4.3.5 Maintenance decisions centered on reliability
(1) Optimization of maintenance period based on safety margin
(2) Optimization of maintenance period based on risk threshold
(3) Optimization of overall maintenance period based on the system reliability model
References
Index_2020_Dynamics-of-Coupled-Systems-in-High-Speed-Railways
Index
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
U
V
W
Y
Z