Vertical random vibration analysis of vehicle–track coupled system using Green's function method

Sun, Wei; Zhou, Jinsong; Thompson, D.J.; Gong, Dao

doi:10.1080/00423114.2014.884227

Cited by 40 publications

(30 citation statements)

References 17 publications

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“…However, the model only considered the vibration response under uniform moving load, and couldn't solve the variable moving load. Sun W. and Zhou J. et al [4] modeled the rail as Euler beam on a two-parameter elastic foundation, and suggested that the random vibration response of the vertical coupled system of track was studied by the Green function method. But all the research cases always remained under the uniform moving load.…”

Section: Introductionmentioning

confidence: 99%

Study on dynamic response of track structures under a variable speed moving harmonic load

Zhang¹,

Liu²,

Song³

et al. 2017

Vib. proced.

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Abstract. Basing on the dynamic response characteristics of the periodic structure under a moving harmonic load in frequency domain and the superposition principle, the dynamic response of track structure under variable speeds moving harmonic load is investigated. Firstly, the track is simplified as an Euler beam model periodically supported by continuous discrete point, the dynamic differential equation of vertical vibration for the track structure is formulated. Secondly, for convenience of analysis, the analytical expression for the amplitude-frequency response of any point on the track structure under the moving harmonic load is derived in frequency domain. Based on the theory of the infinite periodic structure, the dynamic responses of the track structure under the variable speed moving harmonic load are analyzed theoretically. Finally, the influences of velocity and acceleration on the dynamic response of track structure are numerically analyzed in detail. The research results indicate that the amplitude-frequency response peaks of the track under moving harmonic load with variable and constant speeds occur near the excitation frequency. The displacement response of the track increases slightly with increase of the acceleration, and the variation trend of dynamic response is basically similar. The vibration displacement response of the rail can be effectively improved by increasing the initial velocity of the moving harmonic load, while the peak value of amplitude-frequency response remained constant.

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Section: Introductionmentioning

confidence: 99%

Study on dynamic response of track structures under a variable speed moving harmonic load

Zhang¹,

Liu²,

Song³

et al. 2017

Vib. proced.

View full text Add to dashboard Cite

show abstract

“…Besides, too simple models may introduce misleading results in terms of the wheel-rail force and stability. In order to obtain precise results when simulating the dynamic behaviour of a railway vehicle, it is necessary to develop accurate models of all the elements that play an important part in the dynamics of the vehicle (wheel-rail contact [2], coil springs [3][4][5], air springs [6][7][8][9][10][11], rubber springs [12,13], dampers, etc. ).…”

Section: Introductionmentioning

confidence: 99%

Mathematical Modelling and Computational Simulation of the Hydraulic Damper during the Orifice-Working Stage for Railway Vehicles

Gao

Chi

Dai

et al. 2020

Mathematical Problems in Engineering

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e objective of this paper is to establish an accurate nonlinear mathematical model of the hydraulic damper during the orificeworking stage. A new mathematical model including the submodels of the orifices, hydraulic fluids, pressure chambers, and reservoir chambers is established based on theories of the fluid mechanics, hydropneumatics, and mechanics. Subsequently, a force element based on the established model of the hydraulic damper which contains 56 inputs, 6 force states, and 47 outputs is developed with the FORTRAN language in the secondary development environment of the multibody dynamics software SIMPACK. Using the force element, the damping characteristics of the modified yaw damper with different diameters of the base orifice are calculated under different amplitudes and frequencies of the sine excitation, and then the simulation results are compared with the experimental results which are obtained under the same conditions. Results show that during the orificeworking stage, the new established mathematical model can accurately reproduce the nonlinear static and dynamic characteristics of hydraulic dampers such as the force-displacement characteristic, force-velocity characteristic, fluid shortage, hysteresis effect, and pressure limited effect. Furthermore, it also shows that the nonlinear characteristics of the orifice, air release, cavitation, leakage for high frequencies, and dynamic characteristics of fluid (i.e., the density, bulk modulus, and air/gas content) should be taken seriously during the modelling of the hydraulic damper at the orifice-working stage. e mathematical model proposed in this paper is more applicable to the railway vehicle system dynamics and individual system description of the hydraulic damper.

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“…The parameters of the car body are substituted into equations (13) and (16) in order to obtain the natural frequencies of the system, which change in response to static deflection d, as shown in Figure 12. As the static deflection increases, both the independent equipment f eq and both natural frequencies decrease.…”

Section: The Design Of Equipment Suspension Parametersmentioning

confidence: 99%

“…The car body also exhibits higher frequency flexible modes consisting of twisting and bending deformations of the entire car body. 13 A simplified equivalent dynamic model with 2 degrees of freedom is established, as shown in Figure 11, to determine the effects of equipment suspension on the modal parameters of the car body. In this model, the flexibility of the car body is represented by the equivalent vertical bending stiffness k c = 134.4 MN/m, m c is the car body mass, z c is the vertical displacement of the car body, m eq is the equipment mass, k eq is the suspension stiffness, which is a design variable here, and z eq is the vertical displacement of equipment.…”

Section: The Design Of Equipment Suspension Parametersmentioning

confidence: 99%

Analysis of modal frequency optimization of railway vehicle car body

Sun

Zhou

Gong

et al. 2016

Advances in Mechanical Engineering

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High structural modal frequencies of car body are beneficial as they ensure better vibration control and enhance ride quality of railway vehicles. Modal sensitivity optimization and elastic suspension parameters used in the design of equipment beneath the chassis of the car body are proposed in order to improve the modal frequencies of car bodies under service conditions. Modal sensitivity optimization is based on sensitivity analysis theory which considers the thickness of the body frame at various positions as variables in order to achieve optimization. Equipment suspension design analyzes the influence of suspension parameters on the modal frequencies of the car body through the use of an equipment-car body coupled model. Results indicate that both methods can effectively improve the modal parameters of the car body. Modal sensitivity optimization increases vertical bending frequency from 9.70 to 10.60 Hz, while optimization of elastic suspension parameters increases the vertical bending frequency to 10.51 Hz. The suspension design can be used without alteration to the structure of the car body while ensuring better ride quality.

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Vertical random vibration analysis of vehicle–track coupled system using Green's function method

Cited by 40 publications

References 17 publications

Study on dynamic response of track structures under a variable speed moving harmonic load

Study on dynamic response of track structures under a variable speed moving harmonic load

Mathematical Modelling and Computational Simulation of the Hydraulic Damper during the Orifice-Working Stage for Railway Vehicles

Analysis of modal frequency optimization of railway vehicle car body

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