“…Liu et al (2021a, b, c) comprehensively analyzed the interaction between the motor bearing and the locomotive model considering the gear transmission system. Particularly, Zhou et al (2021a) proposed a co-simulation model to reveal the effect of the mechanical subsystem on the dynamic behavior of the electrical subsystem in a railway locomotive, and further, they preliminarily verified that the electromechanical coupling effect can be used to monitor the faults of rotating parts in the transfer path of the locomotive transmission system (Zhou et al, 2021b). In addition to the heavy-haul locomotive, similar works have been done in the field of the highspeed train (Huang et al, 2016;Wang et al, 2019.…”
Abstract. As a vital means of transportation to alleviate urban
traffic congestion, the metro vehicle has been developing rapidly in China during recent
years. For the violent vibration and shock under the frequent
switches between traction and braking conditions, higher requirements are
put forward in the drive system. The dynamic performance of the traction
motor and gearbox, which are the key elements in the drive system of the
metro vehicle, is worthy of attention. Based on the classical vehicle–track coupled dynamics and the gear dynamics theory, a vertical–longitudinal dynamics model for a metro vehicle with frame-hung motors and gearboxes is developed in this paper. This model enables the consideration of some complicated excitations, such as external excitations (the track vertical irregularity) and internal excitations (the mesh stiffness and the dynamic transmission error). The established dynamics model is then validated by comparing the simulated results with the field test results in both time domain and time–frequency domain under traction conditions. Consequently, the established dynamics model is demonstrated to be capable of revealing the dynamic performance of the metro vehicle effectively, especially for the traction and transmission system in the entire vehicle vibration environment of a metro. In turn, the results indicate that the gear transmission has a great and lasting effect on the force state of the traction motors and gearboxes compared to its effect on the axle load transfer.
“…Liu et al (2021a, b, c) comprehensively analyzed the interaction between the motor bearing and the locomotive model considering the gear transmission system. Particularly, Zhou et al (2021a) proposed a co-simulation model to reveal the effect of the mechanical subsystem on the dynamic behavior of the electrical subsystem in a railway locomotive, and further, they preliminarily verified that the electromechanical coupling effect can be used to monitor the faults of rotating parts in the transfer path of the locomotive transmission system (Zhou et al, 2021b). In addition to the heavy-haul locomotive, similar works have been done in the field of the highspeed train (Huang et al, 2016;Wang et al, 2019.…”
Abstract. As a vital means of transportation to alleviate urban
traffic congestion, the metro vehicle has been developing rapidly in China during recent
years. For the violent vibration and shock under the frequent
switches between traction and braking conditions, higher requirements are
put forward in the drive system. The dynamic performance of the traction
motor and gearbox, which are the key elements in the drive system of the
metro vehicle, is worthy of attention. Based on the classical vehicle–track coupled dynamics and the gear dynamics theory, a vertical–longitudinal dynamics model for a metro vehicle with frame-hung motors and gearboxes is developed in this paper. This model enables the consideration of some complicated excitations, such as external excitations (the track vertical irregularity) and internal excitations (the mesh stiffness and the dynamic transmission error). The established dynamics model is then validated by comparing the simulated results with the field test results in both time domain and time–frequency domain under traction conditions. Consequently, the established dynamics model is demonstrated to be capable of revealing the dynamic performance of the metro vehicle effectively, especially for the traction and transmission system in the entire vehicle vibration environment of a metro. In turn, the results indicate that the gear transmission has a great and lasting effect on the force state of the traction motors and gearboxes compared to its effect on the axle load transfer.
“…The gear mesh frequency, two modulation frequencies about the main frequency of 282.2 Hz, the harmonic frequency, and the rotation frequency of the pinion and driven gear of the motor car are about 2429.6 Hz, 2130.2 Hz, 2711.8 Hz, 4858.6 Hz, 84.7 Hz, and 33.6 Hz respectively, which are consistent with theoretical analysis. 17,39 It is also noted that the vertical wheel/rail contact force for the motor car with GTS is larger than the motor car without GTS (Figure 8(c)), and frequency components of vertical wheel/rail contact force and that of vibration acceleration of motor bogie are also consistent except the amplitude.Figure 8.Vibration acceleration of motor bogie: (a) time history (b) frequency spectrum; Vertical wheel/rail contact force:(c) time history (d) frequency spectrum in the vertical direction.…”
Wheel wear prediction for high-speed railway vehicles during the acceleration process is of great importance for the improvement of operating characteristics and the development of friction management strategy near the railway station, especially in complex climatic environments. This work analyzes and predicts the wheel wear evolution of high-speed motor cars during acceleration. Firstly, detailed dynamic models of the high-speed motor car are developed, in which a comprehensive gear transmission system is also adopted to capture the accurate dynamic responses of the motor car. Secondly, the length of the simulated track interval with different friction coefficients is set according to the Gaussian distribution function to consider the influence of the friction coefficient. Moreover, a Proportional-Integral(PI) creep controller is also introduced to meet the challenge due to varying wheel-rail contact conditions, and a wheel wear prediction model based on the aforementioned submodels is established to obtain the wheel wear evolution. Finally, simulation results of dynamic responses from the vehicle dynamic model and wheel wear prediction procedure are compared with the measured field data. The results show that the time-varying meshing stiffness from the gear transmission system will aggravate the interaction between wheel and rail and deteriorate the wheel wear. When the high-speed motor car passes through a poor adhesion zone in the acceleration, it is easier to trigger the creep controller at the low-speed period while it will not occur at the high-speed period.
“…In addition to rail damage, co-simulation of different locomotive subsystems opens new research possibilities, for instance studying innovative condition monitoring approaches to detect faults that affect several locomotive subsystems. A good example is detecting wheel polygonisation or wheel flats from the electrical signals in the locomotive traction system [41]. Additionally, it allows setting up simulations that consider not only the effects of a single locomotive, but also the influence of full train consists with several locomotives and wagons [22].…”
Locomotive design is a highly complex task that requires the use of systems engineering that depends upon knowledge from a range of disciplines and is strongly oriented on how to design and manage complex systems that operate under a wide range of different train operational conditions on various types of tracks. Considering that field investigation programs for locomotive operational scenarios involve high costs and cause disruption of train operations on real railway networks and given recent developments in the rollingstock compliance standards in Australia and overseas that allow the assessment of some aspects of rail vehicle behaviour through computer simulations, a great number of multidisciplinary research studies have been performed and these can contribute to further improvement of a locomotive design technique by increasing the amount of computer-based studies. This paper was focused on the presentation of the all-important key components required for locomotive studies, starting from developing a realistic locomotive design model, its validation and further applications for train studies. The integration of all engineering disciplines is achieved by means of advanced simulation approaches that can incorporate existing AC and DC locomotive designs, hybrid locomotive designs, full locomotive traction system models, rail friction processes, the application of simplified and exact wheel-rail contact theories, wheel-rail wear and rolling contact fatigue, train dynamic behaviour and in-train forces, comprehensive track infrastructure details, and the use of co-simulation and parallel computing. The co-simulation and parallel computing approaches that have been implemented on Central Queensland University’s High-Performance Computing cluster for locomotive studies will be presented. The confidence in these approaches is based on specific validation procedures that include a locomotive model acceptance procedure and field test data. The problems and limitations presented in locomotive traction studies in the way they are conducted at the present time are summarised and discussed.
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