High-speed Rail Vehicle Research Articles

A Novel Application of Computational Contact Tools on Nonlinear Finite Element Analysis to Predict Ground-Borne Vibrations Generated by Trains in Ballasted Tracks

Predictive numerical models in the study of ground-borne vibrations generated by railway systems have traditionally relied on the subsystem partition approach (segmented). In such a method, loads are individually applied, and the cumulative effect of the rolling stock is obtained through superposition. While this method serves to mitigate computational costs, it may not fully capture the complex interactions involved in ground-borne vibrations—especially in the frequency domain. Recent advancements in computation and software have enabled the development of more sophisticated vibrational contamination prediction models that encompass the entire dynamics of the system, from the rolling stock to the terrain, allowing continuous simulations with a defined time step. Furthermore, the incorporation of computational contact mechanics tools between various elements not only ensures accuracy in the time domain but also extends the analysis into the frequency domain. In this novel approach, the segmented models are shifted to continuous simulations where the nonlinear problem of a rigid–flexible multibody system is fully considered. The model can predict the impact of a high-speed rail (HSR) vehicle passing, capturing the key intricacies of ground-borne vibrations and their impact on the surrounding environment due to a deeper comprehension of the occurrences in the frequency domain.

Carbody swaying suppression for a high-speed rail vehicle by utilising active lateral suspension control

This study proposes the use of active lateral secondary suspension (ALS) to address low-frequency carbody swaying in high-speed rail vehicles under low wheel-rail conicity conditions. Field experiments reveal lateral acceleration exceeding 0.10 g at a dominant frequency of 1.4 Hz, with a Sperling index exceeding 3.0 during carbody swaying occurs. By integrating field-measured wheel/rail profiles and yaw damper parameters into a multibody dynamics model of vehicle system, the coupling between bogie hunting and carbody yaw and upper-center roll modes is identified as the root cause of swaying. Evaluating classic sky-hook ALS controls, damping control proves highly effective. Doubling the damping coefficient and blow-off force becomes essential when only half of the four actuators per vehicle are active. Stiffness control adjusts carbody suspension modal characteristics to prevent resonances with the bogie hunting mode, effectively suppressing swaying. In contrast, inerter control exhibits limited efficacy. Semi-active control, with optimised gain settings, can also alleviate swaying, with control system delay identified as a critical factor, suggesting a 100 ms limit for effective swaying suppression.

Lateral Vibration Mitigation for Coupled High-Speed Rail Vehicle and Cable-Stayed Bridge System Subjected to Ground Motions

A semi-floating cable-stayed bridge can swing longitudinally to absorb seismic energy in an earthquake for the purpose of reducing structural response. However, the large transverse (lateral) seismic response of such large-span cable-stayed bridges must be controlled to avoid severe bridge damage and ensure train safety. This study investigates the dynamic response and associated damping mechanism of a coupled high-speed rail (HSR) vehicle and cable-stayed bridge system subjected to various ground motions. A comprehensive vehicle–track–bridge interaction system is first established. Then, the dynamics of a semi-floating cable-stayed bridge-HSR vehicle system equipped with magnetorheological bearings (MRBs) and fluid viscous dampers (FVDs) is examined with various inputs of near-fault (NF) pulse-type, NF non-pulse-type, and far-field (FF) ground motions. To effectively mitigate the bridge internal force response and enhance train running safety, the transverse and longitudinal FVDs need to be concurrently utilized along with MRBs. This research presents a novel mitigation approach for simultaneously reducing the transverse vibrations of cable-stayed bridge and the derailment risk of running train.

T-S Fuzzy Data-Driven ToMFIR With Application to Incipient Fault Detection and Isolation for High-Speed Rail Vehicle Suspension Systems

T-S Fuzzy Data-Driven ToMFIR With Application to Incipient Fault Detection and Isolation for High-Speed Rail Vehicle Suspension Systems

On the implementation of hydraulic-interconnected-suspensions at the primary suspension stage of high-speed rail vehicles

In recent years, huge investments have been made to improve the dynamic performance of high-speed trains. Research into innovative suspension components has been part of the development of this transport system for decades. Innovative devices can allow rail vehicles to deal with the constantly increasing speed required by the global market. Among the most innovative suspension layouts proposed in railway dynamics in past years, limited attention has been given to Hydraulic Interconnected Suspensions (HIS). This layout is composed of two hydraulic cylinders with external hydraulic connections. Hydraulic Interconnected Suspensions allow promising tuning capabilities due to their ability to offer different responses based on the specific inputs given to the cylinders. This layout is rarely considered for rail vehicles, and the few previous works related to this topic considered the HIS layout to be applied at the secondary suspension stage. In this context, this paper proposes applying an HIS layout to the primary suspension stage of rail vehicles, in order to overcome the trade-offs between ride comfort, running safety and maximum car body displacement that need to be considered by bogie manufacturers when designing and optimising these mechanical systems. A nonlinear physical model of the HIS is proposed for co-simulation with a Multi-body (MB) model of a high-speed train. The improvement provided implementing an HIS at the primary suspension stage is then compared to similar enhancements that could be made when tuning and varying the standard suspension components of a bogie.

Development of a New Vertical Dynamic Model of a Rail Vehicle for the Analysis of Ride Comfort

The rail vehicle industry wants to produce vehicles with higher speeds, to maintain and increase its market share. However, when the speed of the vehicle increases, it may have an undesirable effect on ride comfort, in terms of ride dynamics. Recent developments towards lighter and faster vehicles make the problem of ride comfort at higher speeds increasingly important. Focusing on the behavior of flexible rather than rigid body behavior should not be neglected when designing long and light car bodies. There are several approaches to incorporate body flexibility in multibody simulations and they have some superiorities and weaknesses. In this study, an efficient and accurate vertical dynamic model for the ride comfort analysis is developed and implemented in a commercial object-oriented modeling (OOM) software Dymola (2015 FD01) which uses the open-source code Modelica. This model includes car body flexibility with the assembling of a rigid body approach. The developed model is compared to a three-dimensional vehicle model in the commercial Vampire software (Pro V5.50) at different velocities. For the vertical ride comfort analysis, the ISO 2631-1 standard was used for both the developed model and the three-dimensional model. The results are presented as acceleration history and awrms—weighted r.m.s (root mean square) of accelerations—as required by the standard. The developed model has shown its feasibility in terms of its efficiency and accuracy for the vertical ride comfort analysis. The accuracy of the model is evidenced by the fact that the car body vibration level at high speeds shows minor differences compared to the results of the Vampire, which is a validated commercial software in the area of rail vehicle dynamics. The approach involving the assembly of rigid bodies is applied for the first time for high-speed trains in dynamical modelling, with flexible car bodies for ride comfort analysis. Furthermore, it can be used for parametrical studies focusing on ride comfort, thereby offering a quite beneficial framework for addressing the challenges of ride comfort analysis in high-speed rail vehicles. Improvements for and analyses of other aspects are also possible, since the optimization and other useful libraries are readily available in Dymola/Modelica.

Dynamic analysis of ultra-low frequency carbody swaying for a high-speed rail vehicle: Causes and measures

This paper investigated on the ultra-low frequency carbody swaying (ULFCS) of a high-speed railway vehicle through field tests and numerical simulations. In the field tests, the vibration characteristics, the dynamics performance, the wheel-rail contact condition, and the track condition were analyzed to realize the manifestation as well as the possible cause of this abnormal vibration. The excessive low equivalent conicity caused by the abnormal wheel tread wear arouse suspicion for this issue. To find out the mechanism and propose the solving measures, the multi-body dynamic (MBD) model of the high-speed vehicle was developed and verified by applying the measured wheel/rail profiles and carbody acceleration. Based on the developed model, the linearized and nonlinear researches were performed. The results indicate that the carbody hunting, caused by the frequency coupling between the hunting mode and the carbody lower sway mode, is the deep reason of the ULFCS, and this issue can be solved by increasing the equivalent conicity and decreasing the roll stiffness of the anti-roll torsion bar. Furthermore, the ULFCS can pose a potential threat to running safety once the violent carbody swaying gives rise to the wheel-rail contact point entering the wheel flange area. Finally, the optimized measures that reducing the hardness of the abrasive block, changing the working mode of the tread cleaning device, and decreasing the anti-roll stiffness were proposed and verified by the on-track test.

Disturbance observer-based sliding mode control of active vertical suspension for high-speed rail vehicles

Disturbance observer-based sliding mode control (SMC) on the active vertical suspension (AVS) is developed to suppress the car body’s rigid and flexible vibration to improve ride comfort for a high-speed rail vehicle. A vertical-dynamics-intended vehicle model is foremost built with the bounce, pitch, and bending mode of the car body involved. Two sliding surfaces and disturbance observers are then designed for SMC, which only require the car body states, obviating the bogies’ states. The observer is successful in estimating the effect of unknown track irregularities perturbation as well as externally straightforwardly excitations on the car body with good accuracy. Control efficacy is verified through comparison with passive cases and sky-hook controls. With modal damping below 2% in passive cases, the mode shape function, especially with large displacement at the suspension support, would enlarge the car body acceleration. Moreover, the longitudinal traction rod can significantly multiply the flexible vibration at certain speeds. Comparative studies indicate that SMC provides satisfactory outcomes in the rigid and bending vibration suppression when all the car body’s three modes are considered in the sliding surface. However, it requires a high-frequency response actuator and allows a tighter tolerance of the control time delay than the sky-hook control.

Data-Driven ToMFIR-Based Incipient Fault Detection and Estimation for High-Speed Rail Vehicle Suspension Systems

Data-Driven ToMFIR-Based Incipient Fault Detection and Estimation for High-Speed Rail Vehicle Suspension Systems

An experimental methodology to support development of yaw damper prototypes based on a hardware-in-the-loop test bench

Research and development of innovative suspension components for rail vehicles have involved huge investments in recent years. Research efforts have focussed on designing and optimising suspension systems to deal with the new challenges introduced in railway dynamics by the continuous increase in vehicle speed. In particular, yaw dampers have been a relevant research topic due to their influence on vehicle stability. In this context, this paper aims to propose a Hardware-In-the-Loop (HIL) methodology for testing yaw dampers under experimental conditions close to real operating scenarios, comparing the influence of different prototypes on the stability of high-speed rail vehicles. A reduced vehicle model is proposed for real-time integration in HIL tests. This model provides a reference stroke to be imposed on the prototype tested, considering the actual damping force provided by the device being analysed. Two yaw damper prototypes are introduced to validate the proposed methodology by means of comparative analysis at different vehicle speeds. The experimental results provided by the HIL test bench are then compared with corresponding analysis done using Multi-Body (MB) simulations. The proposed HIL methodology has proved to be able to test physical prototypes and define guidelines to assist damper manufacturers developing and optimising yaw damper components.

A study of the axle box ASD spectrum of high-speed rail vehicles based on field test measurements in China

The axle box ASD (Acceleration Spectral Density) spectrum serves as the main resource of high frequency vibration for rail vehicles, which is usually taken as a critical load spectrum for the evaluation of vibration fatigue of rail vehicle sub-assemblies. However, the continuous in-service failures occurring in a plenty of rail vehicles invariably suggested a low reliability for the ASD defined in IEC 61373 standard for some scenarios. This paper thus investigated on the characteristics of axle box ASD spectrum through measurements acquired from a number of high speed rail vehicles in China, so as to develop a more realistic vibration spectrum for the considered operation condition. Firstly, a brief review for typical fatigue failures of rail vehicles was conducted to understand fatigue failure modes caused by the high frequency vibration of wheel/rail system. Subsequently, the definition of axle box ASD spectra in IEC 61373 was analyzed and further compared with the ASD spectra of axle box obtained from measurements to demonstrate the reliability of standard vibration level. The results suggest that the ASD spectrum given in IEC 61373 underestimates the vibration level in high frequency ranges, especially the frequency band above 500 Hz. Finally, a modified ASD spectrum profile of axle box considering the characteristic frequency bands of wheel/rail system was proposed to better representation of vibration characteristics of axle box, especially for those arising from the wheel/track vibration modes. This is expected to better characterize the vibration characteristics of axle box for rail vehicles, and improve the estimation accuracy of fatigue lifetime for the components subjected to the axle box vibration.

Ride comfort assessment of high-speed rail vehicles: influence of yaw dampers installation angle

High-speed rail vehicles are equipped with yaw dampers to avoid the arising of hunting motion when running at high-speed. Although these suspension components provide a stabilizing effect on the vehicles, they also influence the ride comfort performances by affecting the accelerations perceived by the passengers. In this context, this paper aims to correlate the installation angle on the vertical plane of such suspension components on the ride comfort performances of a generic high-speed train. The proposed methodology is based on multibody simulations of a model with deformable car body. The modal behavior of the model is aligned to the typical mode shapes and natural frequencies reported in literature.

Bifurcation and stability analysis of a high-speed rail vehicle with active yaw dampers

Active yaw dampers (AYDs) show promise in addressing the carbody and bogie hunting issues of high-speed rail vehicles. However, the bifurcation behaviour under active control and the control law for hunting instability still require investigation. This study presents a comprehensive description of the linear control law, which can be simplified to various schemes, including skyhook damping, groundhook stiffness, modal, and blended schemes. The bifurcation behaviour under active control was analysed using a simplified lateral-dynamics-intended seven DOFs vehicle model and verified using a 3D full DOFs model in SIMPACK. Besides the well-known Hopf bifurcation, results also revealed a branching point (BP) and two new stable asymmetric equilibria. Although the asymmetric equilibria born through BP are stable, BP bifurcation should still be avoided for wheel flange contact and derailment concerns. Possible control laws are explored for two hunting scenarios: carbody hunting and bogie hunting. For carbody hunting cases, the control force can be either a linear function of bogie yaw displacement or a linear weighting function of bogie lateral and carbody roll velocity. The dominant frequency of the actuated force falls below 2 Hz, with a peak of 1.6 kN, and the allowable time delay is 70 ms. For bogie hunting cases, the control force can be a linear function of either bogie yaw displacement or velocity. In other words, both the groundhook stiffness and damping strategy are applicable. However, the actuated force contains several relatively high-frequency components (6∼13 Hz), which poses challenges to the control system and actuators, and the allowable time delay is relatively small.

An investigation of periodic degradation of axle box vibration spectrum for a high-speed rail vehicle based on Bayesian method

Axle box vibration serves as the main source of excitations for rail vehicles. Due to the wear of wheel/rail contact and the re-profiling procedure, the axle box vibration usually degrades periodically with the increased mileage in the service. This could significantly impact the estimation of vibration fatigue when the component is subjected to the axle box vibration. This paper develop a method to describe the periodic evolution of axle box vibration spectrum to better characterise the vibration spectrum of axle box. In this study, a Wiener process incorporating with four random parameters was employed to model the non-linearity of the degradation process. The maximum likelihood estimation (MLE) algorithm is used to estimate the initial values of the random parameters, and a Bayesian approach is employed to update the parameters based on newly obtained data. Finally, the proposed methodology is tested using long-term field test data from a high-speed train, and the results demonstrate that it accurately estimates the evolution of the axle box acceleration spectral density (ASD) spectrum. This could aid in predicting the residual service life of structures subjected to axle box vibration and further contribute to the development of maintenance strategies and top-down design of the structure.

Unsupervised rail vehicle running instability detection algorithm for passenger trains (iVRIDA)

Intelligently identifying rail vehicle faults instigating running instability from carbody floor acceleration is essential to ensure operational safety and reduce maintenance costs. However, the vehicle-track interaction's nonlinearities and scarcity of running instability occurrences complicate the task. The running instability is an anomaly in the vehicle-track interaction. Thus, we propose unsupervised anomaly detection and clustering algorithms based iVRIDA framework to detect and identify running instability and corresponding root cause. We deploy and compare the performance of the PCA-AD (baseline), Sparse Autoencoder (SAE-AD), and LSTM-Encoder-Decoder (LSTMEncDec-AD) model to detect the running instability occurrences.Furthermore, we deploy a k-means algorithm on latent space to identify clusters associated with root causes instigating instability. We deployed the iVRIDA framework on simulated and measured accelerations of European high-speed rail vehicles where SAE-AD and LSTMEncDec-AD models showed 97% accuracy. The proposed method contributes to smart maintenance by intelligently identifying anomalous vehicle-track interaction events.

Reducing slipstream velocities around high-speed trains through retractable stationary surfaces

The slipstream wake structures generated by the passing of high-speed rail vehicles represents a hazard to passengers and workers in close proximity, and as such, maximum allowable slipstream velocities are prescribed in regulations. In this article, the possibility of reducing peak slipstream velocities using retractable or foldable local surface modifications on a generic high-speed train is assessed using Improved Delayed Detached Eddy Simulation (IDDES) modelling. It is demonstrated that the danger imposed by the slipstream wake structures, as measured by the induced velocities recorded at a pair of parallel test lines, as dictated in the standards, could be reduced by designs employing each of three methods examined. The most dramatic reductions were generated by large fins at the train rear, which redirected the time-mean trailing vortex structures to one side of the vehicle. However, the most feasible control method for symmetrical slipstream reduction consisted of placing small rectangular plates perpendicular to the flow near the nose section of the train. The induced disruption to the flow was observed to increase wake turbulence in a region above the train, which appeared to interfere with the formation of the trailing vortex structures and reduce the intensity of the cross-stream oscillation.

Identifying Parametric Models Used to Estimate Track Irregularities of a High-Speed Railway

This study aims to identify parametric models to estimate track irregularities in high-speed railways with simple acceleration measurements. The primary contribution of current research is the development of effective parametric models with smaller parameters. These parameters are derived from the measured data via a specialized track geometry inspection system. An adaptive Kalman filter algorithm, using the displacement estimated from the acceleration signals as the input and measured track irregularities as the output, is applied to obtain the model’s unknown parameters. These models are applied to acceleration measured from high-speed rail vehicles in operation, and track irregularities are estimated in spatial and wavelength domains. The estimated irregularities are compared to the track geometry inspection system’s results.

A Novel Simplified FE Rail Vehicle Model in Longitudinal and Lateral Collisions

It is a challenge to efficiently and accurately predict train dynamic responses during complex collisions. In this paper, a novel numerical simplification method for high-speed rail vehicles during complex impact configurations is proposed. The central section of high-speed rail vehicles is a sandwich corrugated hollow double-shell structure. Starting with a baseline detailed finite element (FE) model of a high-speed train, the central section was first simplified as a solid single-shell structure. A parametric study with various simplification thickness ratios of the simplified FE rail vehicle model in different longitudinal rigid-wall collisions and lateral rigid-cylinder impacts was then performed using LS-DYNA. Furthermore, a correlation and analysis (CORA) objective rating method was used to evaluate the related responses between the simplified and detailed baseline FE rail vehicle models. The results demonstrate that the simplified FE model could effectively predict the rail vehicle impact responses. The displacement and impact force time histories of the simplified vehicle model with a thickness ratio of 0.38 matched closely with the results of the baseline detailed FE model under both longitudinal and lateral impacts (total combined CORA rating score: 93%). The rail vehicle impact deformations of the simplified vehicle model were similar to those of the baseline detailed model. The application of the simplified vehicle FE model substantially reduced the computational time (approximately 55% reduction). This work provides a solid basis for efficiently exploring train impact responses in complex collisions, and will be especially useful for train occupant injury assessment.

Linear stability analysis of a high-speed rail vehicle concerning suspension parameters variation and active control

An Eigen root analysis is fulfilled for a high-speed rail vehicle concerning suspension parameters variation and active control using a simplified lateral-dynamics-intended model. The model is verified to be capable of reflecting the modal features of both carbody suspension modes and hunting modes. Subsequently, the effects of suspension parameters and the active yaw damper (AYD) on the vehicle modes are examined with various wheel/rail conicities. It shows that the frequency of hunting motion does not linearly increase with the vehicle speed but saturates to a value over 300 km/h. The crucial influential suspension parameters of the vehicle modes include the series stiffness and damping coefficient of the yaw damper, the longitude positioning stiffness on the wheelset, the series damping of the lateral damper, and the lateral stiffness of air springs. Sky-hook damping/stiffness control of AYD helps to increase the modal damping for bogie hunting concerns. For a large conicity of 0.37 case, a minimum of 400 kN·s/m is suggested for the damping control and 10 MN/m for stiffness control. Moreover, the damping control would adequately relieve the carbody hunting with a conicity of 0.11, and the stiffness control still works fine even with an extremely small conicity of 0.07.

Ride comfort analysis of high-speed rail vehicle using laminated rubber isolator based secondary suspension

In this paper, a dynamic model with 13 degrees of freedom is developed with the dynamic models of air suspension systems to study the performance of high-speed passenger vehicles’ suspension systems in a deflated state. Sperling's ride index method is used to assess the influence of vibration on ride comfort and quality. This study focuses on the modelling of the air spring with a laminated rubber isolator. Equations for the bounce, pitch, and roll motion of the car's body and bogies have been developed. It has been observed that the shear spring rate of the laminated rubber spring does not depend on the geometry because the shear modulus is not a function of geometry, whereas the compression modulus is strongly affected by the geometry of the design. Therefore, the negative impact due to the vertical irregularities of the track is considered in this study. From the results, it can be concluded that the vehicle should move at a slower speed when the air spring is deflated to maintain passenger comfort.