A co-simulation method for the analysis of train running performance on a sea-crossing bridge in crosswind environment

Pin, Liu; Cui, Shengai; Guo, Chen; Cui, Enqi; Zhu, Bing

doi:10.1177/1369433220956830

Cited by 12 publications

(6 citation statements)

References 27 publications

(28 reference statements)

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“…The relevant parameters of the CRH3 EMU are selected, as shown in Table 3 ( 28 – 30 ). The vehicle mainly includes a car body, two bogies, and four wheelsets, which are connected by a series of primary springs, secondary springs, shock absorber, antiroll torsion bar, and other components.…”

Section: Modeling Of Wheel-rail System and Wear Modelmentioning

confidence: 99%

“…The car body, bogie, and wheelset are regarded as rigid bodies. Because the curve passing performance of the train is less affected by the transmission mechanism, the influence of the transmission mechanism is ignored ( 30 ).…”

Section: Modeling Of Wheel-rail System and Wear Modelmentioning

confidence: 99%

“…The circular curve of the track is set as follows: the length of the starting straight section is 100 m, the length of the starting transition curve section is 80 m, the radius of the circular curve is 454.4 m, the circular curve length is 396.47 m, the length of the final transition curve is 80 m, and the length of final straight section is 100 m. The running speed of the train is 80 km/h. The relevant parameters of the CRH3 EMU are selected, as shown in Table 3 (28)(29)(30). The vehicle mainly includes a car body, two bogies, and four wheelsets, which are connected by a series of primary springs, secondary springs, shock absorber, antiroll torsion bar, and other components.…”

Section: Dynamics Model Of Vehicle-track Systemmentioning

confidence: 99%

See 2 more Smart Citations

Investigation into the Abnormal Phenomenon of Rail Corrugation Superposition in Small-Radius Curve Section of Intercity Railway

Cui

Bao

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Focusing on the mechanism of the abnormal phenomenon of rail corrugation on the low rail of small-radius curve section of Guangzhou–Zhuhai intercity railway, the distribution regularities and the track irregularities are studied through the overall and local field surveys. Then, the dynamic model of vehicle-track system on the section is established to explore the wheel-rail dynamic characteristics. Next, the relevant finite element model of the wheel-rail system and the wear model of rail corrugation are established. The friction self-excited vibration analysis and feedback vibration analysis are carried out to investigate the dynamic causes of such abnormal rail corrugation. Field survey proposes that the dominant wavelength of the abnormal rail corrugation is 200–300 mm and the sub-wavelength is 70–100 mm. Analyses show that the friction self-excited vibration of the multi-wheelset-track system caused by the saturated creep force on the guide wheelset in the small-radius section may induce the rail corrugations with these two wavelengths. The possibility of inducing the rail corrugation with 200–300 mm wavelength is greater. On the other hand, the feedback vibration of corrugated wear will aggravate the development of the two corrugated wears. Overall, the generation and development of the abnormal rail corrugations are affected by the self-excited vibration of the wheel-rail system and the feedback vibration of track irregularity.

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Section: Modeling Of Wheel-rail System and Wear Modelmentioning

confidence: 99%

Section: Modeling Of Wheel-rail System and Wear Modelmentioning

confidence: 99%

Section: Dynamics Model Of Vehicle-track Systemmentioning

confidence: 99%

See 1 more Smart Citation

Investigation into the Abnormal Phenomenon of Rail Corrugation Superposition in Small-Radius Curve Section of Intercity Railway

Cui

Bao

et al. 2022

Transportation Research Record: Journal of the Transportation R

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“…For example, Antunes et al 25 developed a co-simulation method by writing and reading binary files to link a Multi-Body System (MBS) vehicle dynamics model and a Finite Element Analysis (FEA) track model. Liu et al 26 used a co-simulation interface provided by a commercial software package called Simpack to link two other software packages (ANSYS and FLUENT) at the same time to achieve co-simulation of MBS, FEA and Computational Fluid Dynamics (CFD). Bosso and Zampieri 27 used a co-simulation between Matlab and Simpack to evaluate wear of wheel profiles.…”

Section: Introductionmentioning

confidence: 99%

Co-simulation methods for train braking dynamics

Spiryagin

Liu

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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The development of train dynamics models usually started with simplified empirical air brake models. Fluid dynamic air brake models are sometimes required for train dynamics simulations to utilise their advantages in physical descriptions and model scalabilities. Due to the high complexity of fluid dynamic air brake models, the most economic approach to add such models to train dynamics simulation is via co-simulations. This paper presents three methods that can be used for co-simulations of train braking dynamics. These models are based on Transmission Control Protocol/Internet Protocol (TCP/IP), Open Multi-Processing (OpenMP), and Message Passing Interface (MPI) techniques, respectively. Requirements for co-simulations of train braking dynamics are discussed. Code structures regarding how to implement these techniques for train braking dynamics simulations are presented and discussed. Demonstrative simulations using dummy programs are presented to show the effectiveness of these methods. Comparatively, OpenMP, MPI, and TCP/IP have an increasing level of complexity for implementations as well as commination time overhead. OpenMP and MPI also allow parallel computing to increase computing speeds. For the case of train braking dynamics simulations, the authors’ recommendation regarding the optimum application sequence is OpenMP, MPI, and TCP/IP.

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“…In general, several approaches can be adopted to study the wind shielding effects of bridge tower, namely, the CFD simulation (Liu et al, 2020), wind tunnel test (He et al, 2020) and coupling vibration methods of wind-vehicle-bridge system (Xiang et al, 2014). The studies are mainly focused on the wind field distribution near the bridge tower, the aerodynamic wind load acted on vehicles and the vehicle dynamic response.…”

Section: Introductionsmentioning

confidence: 99%

Field measurement of wind shielding effect of bridge tower for wind-vehicle-bridge system

Xiang

Zhang

et al. 2022

Advances in Structural Engineering

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Although the wind barrier was set near the bridge tower, more than 10 traffic accidents under crosswinds happen in the bridge tower area within 1 month of the opening operation of a cross-sea bridge. To investigate the wind shielding effect of the bridge tower, a field measurement scheme of wind-vehicle-bridge system, which is a step-by-step test method, was presented and performed on a long span cable-stayed bridge. Firstly, the horizontal profile of wind speed of bridge deck near bridge tower was obtained through the anemometers. Then, the dynamic response of the bridge was measured under the action of normal operating vehicle when the natural wind speed is low. Finally, the response of the moving car was measured when passing through bridge tower, and the wind speed was recorded simultaneously. The results show that the wind-vehicle-bridge system can be tested by step-by-step test method to understand the wind shielding effect of bridge tower. The displacement response of the bridge is still very small when two large trucks meet, and the coupling effect between the vehicle and the bridge is insignificant when a single car passes through the bridge tower. Due to a large porosity of the anti-collision guardrail, the wind speed at the height of 1 m from the bridge deck has changed dramatically when the car leaves the bridge tower on the windward and entering or leaving the bridge tower on the leeward. Among them, the leeward side change is more obvious, and the response of the leeward side vehicle is also greater. The suitable decrease of the anti-collision guardrail porosity in the bridge tower region will improve the running safety of vehicles.

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A co-simulation method for the analysis of train running performance on a sea-crossing bridge in crosswind environment

Cited by 12 publications

References 27 publications

Investigation into the Abnormal Phenomenon of Rail Corrugation Superposition in Small-Radius Curve Section of Intercity Railway

Investigation into the Abnormal Phenomenon of Rail Corrugation Superposition in Small-Radius Curve Section of Intercity Railway

Co-simulation methods for train braking dynamics

Field measurement of wind shielding effect of bridge tower for wind-vehicle-bridge system

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