Effect of wind speed variation on the dynamics of a high-speed train

Liu, Dongrun; Wang, Qianxuan; Zhong, Mingjun; Zhang, Lu; Wang, Jiabin; Wang, Tianjun; Lv, Siyu

doi:10.1080/00423114.2018.1459749

Cited by 33 publications

(32 citation statements)

References 9 publications

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“…In addition, the simulation model has not been validated by field test or wind tunnel experiment. Liu et al [4,5] measured and studied the car-body lateral vibration response of high-speed train negotiating complex terrain sections under strong crosswind. A new train motion phenomenon named 'carswaying' has been found in field test.…”

Section: Introductionmentioning

confidence: 99%

Safety of high-speed train passing by windbreak breach with different sizes

Sun

Dai

Hemida

et al. 2019

Vehicle System Dynamics

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Section: Introductionmentioning

confidence: 99%

Safety of high-speed train passing by windbreak breach with different sizes

Sun

Dai

Hemida

et al. 2019

Vehicle System Dynamics

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“…It can be concluded from the previous analysis that the abrupt change of the wind speed caused by the topography along the railway is the main cause of the “car swaying” phenomenon. 4–6 And the effect of wind speed changing on train overturning safety is much greater than other factors. Therefore, to study the relationship between the train overturning coefficient D P and the overturning coefficient obtained from the primary suspension systems D P 1 and DP2, the effect of the abrupt changes of the wind speed must be considered.…”

Section: Multi-body Simulationsmentioning

confidence: 99%

“…Therefore, to study the relationship between the train overturning coefficient D P and the overturning coefficient obtained from the primary suspension systems D P 1 and DP2, the effect of the abrupt changes of the wind speed must be considered. Hence, the crosswind model proposed in the literature 5 was used in this study, as shown in Figure 2. In this model, the ramp time Δ t S represents the rate of change in the wind speed (ΔtS=t2-t1=t4-t3), the peak wind speed v w at different mean wind speeds measures the amplitude of the change in the wind speed, and the peak wind-speed duration ΔtL(ΔtL=t3-t2) measures the duration of the wind load acting on the vehicle body.…”

Section: Multi-body Simulationsmentioning

confidence: 99%

“…

Figure 2.Crosswind model: (a) Profile of the changing-wind-speed model with the mean wind speed vw,mean, peak wind speed vw, ramp time ΔtS, and peak wind-speed duration ΔtL; (b) wind direction is constant; (c) wind speed direction reverses. 5 …”

Section: Multi-body Simulationsmentioning

confidence: 99%

“…In terms of the effect, improving the operating environment of a train is the best method to solve the train-operation safety problem caused by the “car swaying” phenomenon. 5 However, because the topography and geomorphology along the railway are complicated and an economic and effective engineering method is lacking, it is difficult to improve the train-operation environment by applying civil engineering methods. Currently, when the “car swaying” phenomenon occurs during the train operation, according to “ Railway Technical Management Rules ( high-speed railway section ),” the effect of the swaying of the car body on safety is mainly weakened through emergency speed reduction.…”

Section: Introductionmentioning

confidence: 99%

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A measurement method for the overturning coefficient of high-speed trains passing through complex terrain sections under strong wind conditions

Zhang

Huang

Zhong

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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Real-time monitoring of overturning coefficients is very important for ensuring the safety of high-speed trains passing through complex terrain sections under strong wind conditions. In recent years, the phenomenon of “car swaying” that occurs when trains pass through the complex terrain has brought new challenges to ensuring the safety and riding comfort of passengers. In China, more and more high-speed trains are facing strong wind environments when running in complex terrain sections. However, due to the limitation of objective conditions, so far, only a few economical and effective methods of measurement have been developed that are suitable for real-time monitoring of the overturning coefficient of commercial vehicles. Therefore, considering the applicability and universality of such a monitoring method, this study presents a method for measuring the overturning coefficient of trains using the primary suspension system under strong winds. A vehicle test was carried out to verify the accuracy of the method. The results show that after correction, the overturning coefficient obtained from the primary suspension system is generally consistent with the overturning coefficient obtained from the instrumented wheelset. The method of measuring the overturning coefficient of trains in strong wind environments with the primary suspension system is, thus, proven feasible.

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