Method of multi-mode vibration control for the carbody of high-speed electric multiple unit trains

Gong, Dao; Zhou, Jinsong; Sun, Wei; Sun, Yuwen; Xia, Zhihong

doi:10.1016/j.jsv.2017.05.010

Cited by 43 publications

(31 citation statements)

References 11 publications

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“…The CB equations of motion in this case are similar to Equations (16)- (18). The force acting on the CB from the CBSE suspension is derived for each piece of CBSE using Equation (13) and the specific position of action on the CB. Similarly, the equation of motion for each piece of CBSE is derived with reference to Equations (19) and (20).…”

Section: The Differential Equation Of Motion For the Flexible Cb Ismentioning

confidence: 99%

“…However, the vibration reduction measured in the field is less than that predicted by numerical simulations and lab tests because of restricted installation space and the limited mass and actual volume of the CBSE in operation. Consequently, CB modal vibration still arises on track even when using vibration isolation and optimized suspension parameters based on DVA theory [13], [14]. At present, there are no generalized principles for designing the suspension parameters of the CBSE for a railway vehicle.…”

Section: Introductionmentioning

confidence: 99%

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Parametric Analysis of the Car Body Suspended Equipment for Railway Vehicles Vibration Reduction

et al. 2019

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A generalized railway vehicle model is built to study the coupled vibrations between a flexible car body (CB) and the equipment suspended beneath it by taking the complex suspension characteristics of the equipment into consideration. Associated theories for the determination of the suspension parameters for CB suspended equipment are summarized systematically, including the vibration isolation methods and the dynamic vibration absorber (DVA) theories for both undamped and damped cases. The equipment is then grouped into four categories by weight, location, and the excitation that it is subjected to. A general principle for the determination of the suspension parameters is proposed for better vibration isolation effects concerning bogie hunting, the elastic modes of the CB and its excitations. Analysis based on DVA theory shows that 1) siting equipment heavier than 2 t near the CB center can reduce the structural vibrations of the CB considerably, 2) siting medium-weight equipment near one end of the CB is good for absorbing the vibrations resulting from bogie hunting, and 3) a rigid connection is suggested for light equipment. Furthermore, on-track field tests of a high speed train confirmed that the heavy equipment vibrated violently upon absorbing some of the CB vibration energy resulting from bogie hunting. However, solid proof of the vertical bending of the CB was not obtained yet because it was sufficiently damped and is not the first natural mode of a modern aluminum-alloy CB. Further research on the lateral flexibility of the CB and its coupled vibrations with the heavy equipment mounted near its center are in need.

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Section: The Differential Equation Of Motion For the Flexible Cb Ismentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Parametric Analysis of the Car Body Suspended Equipment for Railway Vehicles Vibration Reduction

et al. 2019

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“…h is the thickness; x is the circular frequency. Boundary conditions are introduced to solve equation (5). The boundary conditions of the wood plank are as follows: the sheer forces of the support edges are equal to the elastic forces and the bending moments are 0…”

Section: Floor Vibration Reduction Analysismentioning

confidence: 99%

“…The work of Zhou which found that the elastic vibration of the car body had a great influence on the ride comfort with the increasing running speed of the vehicles. Gong et al [3][4][5][6] present studies where the dynamic condensation method was applied to the FE model of the car body, and the three-dimensional rigid-flexible-coupled dynamic model of railway vehicles which included the car body elasticity was developed. The vibration and ride comfort of the car body under different operational conditions was studied.…”

Section: Introductionmentioning

confidence: 99%

Car body floor vibration of high-speed railway vehicles and its reduction

Gong

Wang

Duan

et al. 2019

Journal of Low Frequency Noise, Vibration and Active Control

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An on-site test has been performed to address the problem of feet numbness caused by the floor vibration of high-speed railway vehicles. Analysis of the floor vibration performance indicates that the vibration of the car body chassis transmitted to the floor by the elastic supports is significantly amplified in the frequency range of 20-50 Hz. This overlaps with the frequency range in which human lower extremities are most sensitive, leading to feet numbness. A refined finite element model of the car body, including the floor panels is developed to further study the vibration mechanism of the floor. Results show that due to the inappropriate design of the elastic support stiffness, the deformations of the floor above the bogie centre for several typical modes in the frequency range of 20-50 Hz are significantly amplified. When the excitation frequencies transmitted from the car body chassis were close to the eigenfrequencies of the floor, the local resonance of the floor will occur, which is the root cause of human feet numbness. The dynamic stiffness of the elastic support is further optimised, and the experimental verification shows that the vibration transmissibility from the car body chassis to the floor in the frequency range of 20-50 Hz has been significantly reduced, and the problem of feet numbness has been solved.

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“…In more in-depth investigations of vehicle systems, the car body should be considered as a flexible system with dynamic deformation, in order to more accurately reflect the complex dynamic features of the car body [9,10]. As compared to previously used simplified rigid systems, flexible ones can reveal the influence of self-deformation on the vehicle vibration, which makes the simulation test of the virtual prototype closer to actual conditions.…”

Section: Rigid-flexible Coupling Dynamic Modelmentioning

confidence: 99%

Decoupling Optimization Design of Under‐Chassis Equipment Suspension System in High‐Speed Trains

Xia

Gong

Zhou

et al. 2018

Shock and Vibration

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The vibrations of high-speed trains may strongly affect the safety and ride comfort of passengers, which issue requires the damping optimization of under-chassis equipment (UCE). In this study, the natural frequency of UCE is determined via the dynamic vibration absorber theory. The performed investigation of UCE-car body system vibration behavior revealed that an eccentricity of UCE results in the coupling vibration in six degrees of freedom, which leads to significant changes in its vibration mode and frequency. Thus, the natural frequency of UCE deviates from the initially determined value, which implies that the vibration damping effect is weakened. In this study, two decoupling optimization design methods, namely, forward and inverse decoupling methods, are proposed to solve this problem. The analysis of results obtained proves the feasibility of the proposed methods, which yield favorable decoupling degrees for the UCE vibration modes and minimize the offset of the vibration mode frequency from the initial natural one. These methods are considered quite instrumental in the improvement of vibration damping effect for high-speed trains.

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Method of multi-mode vibration control for the carbody of high-speed electric multiple unit trains

Cited by 43 publications

References 11 publications

Parametric Analysis of the Car Body Suspended Equipment for Railway Vehicles Vibration Reduction

Parametric Analysis of the Car Body Suspended Equipment for Railway Vehicles Vibration Reduction

Car body floor vibration of high-speed railway vehicles and its reduction

Decoupling Optimization Design of Under‐Chassis Equipment Suspension System in High‐Speed Trains

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