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Research Papers

A New Dynamic Model of High-Speed Railway Vehicle Moving on Curved Tracks

[+] Author and Article Information
Sen-Yung Lee1

Department of Mechanical Engineering,  National Cheng Kung University, Tainan 701, Taiwan, R.O.C.sylee@mail.ncku.edu.tw

Yung-Chang Cheng

Department of Mechanical and Automation Engineering, National Kaohsiung First University of Science and Technology, Kaohsiung 811, Taiwan R.O.C.

1

Corresponding author.

J. Vib. Acoust 130(1), 011009 (Nov 15, 2007) (10 pages) doi:10.1115/1.2775515 History: Received January 17, 2006; Revised June 02, 2007; Published November 15, 2007

A new dynamic model of railway vehicle moving on curved tracks is proposed. In the new model, the motion of the car body is considered and the motion of the truck frame is not restricted by a virtual boundary. Based on the heuristic nonlinear creep model, the nonlinear coupled differential equations of the motion of an eight degrees of freedom car system—considering the lateral displacement and the yaw angle of each wheelset, the truck frame, and the half car body—moving on curved tracks are derived completely. To illustrate the accuracy of the analysis, the limiting cases are examined. It is shown that the influence of the gyroscopic moment of the wheelsets on the critical hunting speed is negligible. In addition, the influences of the suspension parameters, including those losing in the six degrees of freedom system, on the critical hunting speeds evaluated via the linear and the nonlinear creep models are studied and compared.

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Copyright © 2008 by American Society of Mechanical Engineers
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Figures

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Figure 1

Two-axle truck model

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Figure 2

Half car body model

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Figure 3

The free body diagram of a single wheelset

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Figure 4

The influence of the longitudinal stiffness Kpx of the primary suspension on the critical hunting speeds of six and eight DOF truck systems evaluated via the linear and nonlinear creep models, respectively (Kpy=3.9×105N∕m, Csx=6×104Ns∕m, Csy=1.8×103Ns∕m)

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Figure 5

The influence of the lateral stiffness Kpy of the primary suspension on the critical hunting speeds of six and eight DOF truck systems evaluated via the linear and nonlinear creep models, respectively (Kpx=9×105N∕m, Csx=6×104Ns∕m, Csy=1.8×103Ns∕m)

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Figure 6

The influence of the longitudinal damping Csx of the secondary suspension on the critical hunting speeds of six and eight DOF truck systems evaluated via the linear and nonlinear creep models, respectively (Kpx=9×105N∕m, Kpy=3.9×105N∕m, Csy=1.8×103Ns∕m)

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Figure 7

The influence of the lateral damping Csy of the secondary suspension on the critical hunting speeds of six and eight DOF truck systems evaluated via the linear and nonlinear creep models, respectively (Kpx=9×105N∕m, Kpy=3.9×105N∕m, Csx=6×104Ns∕m)

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