Abstract
The vibrations in the flexible car bodies of the high-speed electric multiple units (EMUs) and their coupling effects with the bogies and other types of equipment vibrating have lead issues for railway operators and gained interest for researchers. Other than a numerical investigation, field measurements on the vibrating characteristics of the car body (CB) and its suspended equipment (CBSE) for a high-speed railway vehicle were performed to elaborate the vibrating characteristics on the CB and its CBSE. In this long-term tracking test, the running stability of vehicle and wheel-rail interaction were also examined with the increase of operation distance (OD), a total of 2,400,000 km. The test configuration and arrangements are introduced first, followed by the data analysis in time and frequency domains. It is seen that the wheelset conicity increases 0.008 per 10,000 km, which increases approximately linearly with the OD from 0.10 to 0.40. Two types of wheel treads, S1002CN and LMB10, have different ranges in conicity and reprofiling cycles. The lateral accelerations on CB in a downward-running case (0.5 g) are much greater than that in upward-running case (0.2 g) corresponding to the vehicle stability differences. The 15 Hz low-pass filtered acceleration on CB experiences a maximum of 0.10 g and an averaged amplitude around 0.05 g, whereas the frequency spectrum has peaks of 0.01 g on CB and 0.1 g on CBSE. It states that an elastic suspension between the CBSE and the CB prevents the high-frequency vibration from the CB.
Highlights
For the modern railway vehicles, the car body (CB) has lower structural stiffness and lower eigenfrequencies resulting from reducing the weight of CB, which may get so low that the CB structural vibrations would be excited; the ride comfort would be deteriorated significantly
More data sets are demonstrated than that of the CB. e unfiltered lateral acceleration on the transformer has an average value of about 1.4 g, and it is about 1.7 g in vertical, while the filtered acceleration has a relatively constant average of 0.10 g with respect to the increasing of operation distance (OD)
(1) e conicity of the wheelset increases about 0.008 per 10,000 km of OD, which increases approximately linearly with the increasing of OD from 0.10 to 0.40 and the two types of wheel treads, S1002CN and LMB10, have different ranges of conicity and reprofiling cycles in OD. e theoretical analysis shows that the vibrating frequency on the bogie rises with the wheelset equivalent conicity resulting from wheel wear and deteriorates the vehicle vibration amplitude
Summary
For the modern railway vehicles, the car body (CB) has lower structural stiffness and lower eigenfrequencies resulting from reducing the weight of CB, which may get so low that the CB structural vibrations would be excited; the ride comfort would be deteriorated significantly. Is investigation aims at understanding the evolution of CBSE through a long-term test on track and the vibration transmission among the primary and secondary suspensions, for the high-speed trains CRH380 running on the Beijing-Shanghai (BS) and Harbin-Dalian (HD) high-speed railways within several continuous wheel reprofiling cycles. 2. Field Tests of the Wheel Wear and Vehicle Vibration e data-acquisition system is introduced first, followed by the measuring method for the wheel wear, running stability, and the vibration transmission character of the CSBE suspension. En, the evolution of wheel profile is in need for better analysis of the coupled vibration between the CB and CBSE as well as the hunting stability In this test, the MiniProf was used to measure the wheel profile as depicted in Figure 3; worn profiles were compared to the reprofiled or standard one to evaluate their wear amount and associated evaluation indices. When the train runs upward on the BS high-speed line, it is heading Beijing; otherwise, it is heading Shanghai
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