The effects of wheelset driving system suspension parameters on the re-adhesion performance of locomotives

In this study, in order to examine the effects of a wheelset driving system suspension parameters on the re-adhesion performance of locomotives, the stick–slip vibration was analysed according to theoretical and simulation analysis. The decrease of the slip rate vibration amplitude improved the stability of the stick–slip vibration and the re-adhesion performance of locomotives. Increasing the longitudinal guide stiffness of the wheelset and the motor suspension stiffness were proposed as effective measures to improve the re-adhesion performance of locomotives. These results showed that the dynamic slip rate was inversely proportional to the series result of the square root of the longitudinal guide and motor suspension stiffness. The larger the motor suspension stiffness was, the smaller the required longitudinal guidance stiffness was at the same re-adhesion time once the wheel slip occurred, and vice versa. The simulation results proved that the re-adhesion time of the locomotive was approximately proportional to amplitude of the dynamic slip rate. When the stick–slip vibration occurred, the rotary and the longitudinal vibrations of the wheelset were coupled, which was confirmed by train's field tests.     

Coupler dynamic performance analysis of heavy haul locomotives

In this paper, a train dynamic model was developed to study the dynamic performance of heavy haul locomotives, taking into account the use of different coupler and buffer systems under conditions of severe longitudinal coupler compressive forces. The model consists of four locomotives each having 38 independent degrees of freedom and one dummy freight vehicle connected to each other by couplers and buffers. Simulation results showed that the longitudinal coupler compressive forces withstood by large rotation angle couplers with coupler shoulders were larger than those withstood by small rotation angle couplers. The results obtained for the large rotation angle coupler model showed that it had higher safety curve negotiation speeds. Due to the smaller static impedance, it was found that large capacity elastic clay (or cement) buffers cannot satisfy the requirement of heavy haul locomotives during cycle braking in long heavy downgraded tracks; the use of friction clay buffers can solve this problem.     

Simplified and advanced modelling of traction control systems of heavy-haul locomotives

Improving tractive effort is a very complex task in locomotive design. It requires the development of not only mechanical systems but also power systems, traction machines and traction algorithms. At the initial design stage, traction algorithms can be verified by means of a simulation approach. A simple single wheelset simulation approach is not sufficient because all locomotive dynamics are not fully taken into consideration. Given that many traction control strategies exist, the best solution is to use more advanced approaches for such studies. This paper describes the modelling of a locomotive with a bogie traction control strategy based on a co-simulation approach in order to deliver more accurate results. The simplified and advanced modelling approaches of a locomotive electric power system are compared in this paper in order to answer a fundamental question. What level of modelling complexity is necessary for the investigation of the dynamic behaviours of a heavy-haul locomotive running under traction? The simulation results obtained provide some recommendations on simulation processes and the further implementation of advanced and simplified modelling approaches.     

Low-frequency vibration control of floating slab tracks using dynamic vibration absorbers

This study aims to effectively and robustly suppress the low-frequency vibrations of floating slab tracks (FSTs) using dynamic vibration absorbers (DVAs). First, the optimal locations where the DVAs are attached are determined by modal analysis with a finite element model of the FST. Further, by identifying the equivalent mass of the concerned modes, the optimal stiffness and damping coefficient of each DVA are obtained to minimise the resonant vibration amplitudes based on fixed-point theory. Finally, a three-dimensional coupled dynamic model of a metro vehicle and the FST with the DVAs is developed based on the nonlinear Hertzian contact theory and the modified Kalker linear creep theory. The track irregularities are included and generated by means of a time–frequency transformation technique. The effect of the DVAs on the vibration absorption of the FST subjected to the vehicle dynamic loads is evaluated with the help of the insertion loss in one-third octave frequency bands. The sensitivities of the mass ratio of DVAs and the damping ratio of steel-springs under the floating slab are discussed as well, which provided engineers with the DVA's adjustable room for vibration mitigation. The numerical results show that the proposed DVAs could effectively suppress low-frequency vibrations of the FST when tuned correctly and attached properly. The insertion loss due to the attachment of DVAs increases as the mass ratio increases, whereas it decreases with the increase in the damping ratio of steel-springs.     

Effects of rail thermal stress on the dynamic response of vehicle and track

A new method is proposed to obtain the dynamic responses of the vehicle–track coupling system under the conditions of rail thermal stress changes in high-speed railways. Exact models are established with different rail longitudinal forces, in which multibody dynamic models are used for vehicles and the direct stiffness method for structures. In order to provide a general, simple and flexible formulation to express longitudinal stress distribution, the accurate model of long slab track consists of many small units with parameters which can be initialised separately. The exact analytical equation of track frequency and modal function was obtained by the transition matrix method, which can be used in calculating the dynamic response of wheel–rail coupling model. The proposed model is verified through comparisons with other classical solutions. Under the influence of train velocities and track irregularities, the specific vibration performances that frequency shifted and amplitude peak enhanced with thermal force are demonstrated through examples. The results show that the response analyses of vehicle and track have great application potentiality for fast estimation of the rail longitudinal stress.     

A dynamic wheel–rail impact analysis of railway track under wheel flat by finite element analysis

Wheel–rail interaction is one of the most important research topics in railway engineering. It involves track impact response, track vibration and track safety. Track structure failures caused by wheel–rail impact forces can lead to significant economic loss for track owners through damage to rails and to the sleepers beneath. Wheel–rail impact forces occur because of imperfections in the wheels or rails such as wheel flats, irregular wheel profiles, rail corrugations and differences in the heights of rails connected at a welded joint. A wheel flat can cause a large dynamic impact force as well as a forced vibration with a high frequency, which can cause damage to the track structure. In the present work, a three-dimensional finite element (FE) model for the impact analysis induced by the wheel flat is developed by the use of the FE analysis (FEA) software package ANSYS and validated by another validated simulation. The effect of wheel flats on impact forces is thoroughly investigated. It is found that the presence of a wheel flat will significantly increase the dynamic impact force on both rail and sleeper. The impact force will monotonically increase with the size of wheel flats. The relationships between the impact force and the wheel flat size are explored from this FEA and they are important for track engineers to improve their understanding of the design and maintenance of the track system.