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Автор: Grafiati
Опубліковано: 10 грудня 2022
Оновлено: 29 січня 2023

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Статті в журналах з теми "High speed trains Dynamics"

1

Diedrichs, B., M. Berg, S. Stichel, and S. Krajnović. "Vehicle dynamics of a high-speed passenger car due to aerodynamics inside tunnels." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 221, no. 4 (July 1, 2007): 527–45. http://dx.doi.org/10.1243/09544097jrrt125.

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Анотація:
High train speeds inside narrow double-track tunnels using light car bodies can reduce the ride comfort of trains as a consequence of the unsteadiness of the aerodynamics. This fact was substantiated in Japan with the introduction of the series 300 Shinkansen trains more than a decade ago, where the train speed is very high also in relatively narrow tunnels on the Sanyo line. The current work considers the resulting effects of vehicle dynamics and ride comfort with multi-body dynamics using a model of the end car of the German high-speed train ICE 2. The present efforts are different from traditional vehicle dynamic studies, where disturbances are introduced through the track only. Here disturbances are also applied to the car body, which conventional suspension systems are not designed to cope with. Vehicle dynamic implications of unsteady aerodynamic loads from a previous study are examined. These loads were obtained with large eddy simulations based on the geometry of the ICE 2 and Shinkansen 300 trains. A sensitivity study of some relevant vehicle parameters is carried out with frequency response analysis (FRA) and time domain simulations. A comparison of these two approaches shows that results which are obtained with the much swifter FRA technique are accurate also for sizable unsteady aerodynamic loads. FRA is, therefore, shown to be a useful tool to predict ride comfort in the current context. The car body mass is found to be a key parameter for car body vibrations, where loads are applied directly to the car body. For the current vehicle model, a mass reduction of the car body is predicted to be most momentous in the vicinity of 2 Hz.
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2

Lin, H.-T., and S.-H. Ju. "Three-dimensional analyses of two high-speed trains crossing on a bridge." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 217, no. 2 (March 1, 2003): 99–110. http://dx.doi.org/10.1243/095440903765762841.

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This paper investigates the dynamic characteristics of the three-dimensional vehicle-bridge system when two high-speed trains are crossing on a bridge. Multispan bridges with slender piers and simply supported beams were used in the dynamic finite element analysis. A response ratio (RR) was defined in this study to represent the ratio of the vehicle-bridge interaction of two-way trains to that of a one-way train. The finite element results indicate that this ratio increases significantly when two-way trains run near the same speed, and the maximum value is approximately equal to or smaller than two for the vertical dynamic response. This means that the maximum dynamic response of the two-way trains is at most twice that of the one-way train. When the two-way train speeds are sufficiently different, the response ratio approaches one on average, which means that the dynamic effect of the two-way train is similar to that of the one-way train. Finite element results also indicate that the averaged response ratio in the three global directions is about 1.65 when the two-way trains run at the same speed.
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3

Li, Wei, Xuecheng Bian, Xiang Duan, and Erol Tutumluer. "Full-Scale Model Testing on Ballasted High-Speed Railway: Dynamic Responses and Accumulated Settlements." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (July 13, 2018): 125–35. http://dx.doi.org/10.1177/0361198118784379.

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Анотація:
High-speed trains generate much higher vibrations in track structures than conventional trains and intensive train passages (e.g., on the Beijing–Shanghai high-speed railway line where the train passage interval is less than 5 minutes) cause accumulated permanent settlement in the railway track substructures, which will decrease track performance and jeopardize the safety of trains. Since very few field measurements on ballasted high-speed railways are available in literature, this paper presents experimental results of vibration velocity, dynamic soil stress, and the accumulated settlement of a ballasted high-speed railway from a full-scale model testing facility with simulated trains moving loads at various speeds. A portion of a realistic ballasted railway consisting of track structure, ballast layer, subballast, embankment, and piled foundation was constructed in a larger box. An eight-actuator sequential loading system was used to generate equivalent vertical loadings on the track structure for simulating the dynamic excitations due to train movements. Dynamic stresses measured in the track substructure layers (ballast, subballast, and embankment) were found to be strongly dependent on train speeds especially for speeds higher than 144 km/h. It was found that both the vibration velocity and the dynamic soil stress were greatly amplified as the train speed increased to 300 km/h, and the ballast layer effectively reduced the vibrations transmitted from the track structure to underlying soil. The accumulated settlement of the substructure did not reach a stable state even after 100,000 moving train loads at a speed of 300 km/h.
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4

Shkurnikov, Sergey, and Olga Morozova. "On interaction of a rolling stock and geometrical parametres of high-speed networks’ route." Bulletin of scientific research results, no. 3 (October 17, 2017): 96–104. http://dx.doi.org/10.20295/2223-9987-2017-3-96-104.

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Анотація:
Objective: Due to the lack of global experience of holding on one track high-speed passenger trains (moving at a speed up to 400 km/h), high-speed passenger trains (moving at a speed up to 250 km/h) and special freight trains (accelerating to a speed of more than 200 km/h), the only possible way of studying the influence of a train on a track is computer simulation modeling. The analysis of the existing computer programs was carried out and the most effective programme for the solution of combined train movement was selected. Methods: Simulation modeling was applied. On the basis of the obtained model the possibility of “Universal mechanism” software practical application was considered. Results: A test simulation model of a high-speed train carriage was developed in “Universal mechanism” software application. Preliminary results showed the possibility of its usage for the study of a high-speed train and track interaction. Practical importance: Modern computer technologies make it possible to solve the tasks of dynamic interaction with a high degree of accuracy. Among the variety of software used for the study of dynamic behavior of a railway vehicle in Russia, “Universal mechanism” software application is of wide popularity and may be used for the study of dynamic behavior of different types of trains on railway tracks of different plans and profiles.
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5

Alexander, Nicholas A., and Mohammad M. Kashani. "Exploring Bridge Dynamics for Ultra-high-speed, Hyperloop, Trains." Structures 14 (June 2018): 69–74. http://dx.doi.org/10.1016/j.istruc.2018.02.006.

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6

Lai, S. K., C. Wang, L. H. Zhang, and Y. Q. Ni. "Realizing a Self-powered Real-time Monitoring System on High-speed Trains." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 6 (August 1, 2021): 434–41. http://dx.doi.org/10.3397/in-2021-1476.

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Анотація:
The development of the worldwide high-speed rail network is expanding at a rapid pace, imposing great challenges on the operation safety. Recent advances in wireless communications and information technology can integrate the Internet of Things and cloud computing to form a real-time monitoring platform of high-speed trains. To realize this system, a sustainable power source is indispensable. In this case, an ideal solution is to deploy a vibration-based energy harvester instead of batteries for the electrical supply of wireless sensors/devices, as vibrations induced by rail/wheel contact forces and vehicle dynamics are an abundant energy source. To address this challenge, a multi-stable, broadband and tri-hybrid energy harvesting technique was recently proposed, which can work well under low-frequency, low-amplitude, and time-varying ambient sources. In this work, we will introduce our idea, following the recently proposed energy harvester and the dynamic responses of a train vehicle, to design a self-sustained sensing system on trains. Supported by this self-powered system, accelerometers and microphones deployed on an in-service train (in axle boxes/bogie frames) can measure vibration and noise data directly. The correlation of the vibration and noise data can then be analyzed simultaneously to identify the dynamic behavior (e.g., wheel defects) of a moving train.
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7

Kaloop, Mosbeh R., Jong Wan Hu, and Mohamed A. Sayed. "Yonjung High-Speed Railway Bridge Assessment Using Output-Only Structural Health Monitoring Measurements under Train Speed Changing." Journal of Sensors 2016 (2016): 1–15. http://dx.doi.org/10.1155/2016/4869638.

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Анотація:
Yonjung Bridge is a hybrid multispan bridge that is designed to transport high-speed trains (HEMU-430X) with maximum operating speed of 430 km/h. The bridge consists of simply supported prestressed concrete (PSC) and composite steel girders to carry double railway tracks. The structural health monitoring system (SHM) is designed and installed to investigate and assess the performance of the bridge in terms of acceleration and deformation measurements under different speeds of the passing train. The SHM measurements are investigated in both time and frequency domains; in addition, several identification models are examined to assess the performance of the bridge. The drawn conclusions show that the maximum deflection and acceleration of the bridge are within the design limits that are specified by the Korean and European codes. The parameters evaluation of the model identification depicts the quasistatic and dynamic deformations of PSC and steel girders to be different and less correlated when higher speeds of the passing trains are considered. Finally, the variation of the frequency content of the dynamic deformations of the girders is negligible when high speeds are considered.
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Soper, David, Dominic Flynn, Chris Baker, Adam Jackson, and Hassan Hemida. "A comparative study of methods to simulate aerodynamic flow beneath a high-speed train." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 5 (October 5, 2017): 1464–82. http://dx.doi.org/10.1177/0954409717734090.

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Анотація:
The introduction of dedicated high-speed railway lines around the world has led to issues associated with running trains at very high speeds. Aerodynamic effects proportionally increase with train speed squared; consequently, at higher speeds aerodynamic effects will be significantly greater than those of trains travelling at lower speeds. On ballasted track beds, the phenomenon in which ballast particles become airborne during the passage of a high-speed train has led to the need for understanding the processes involved in train and track interaction (both aerodynamical and geotechnical). The difficulty in making full-scale aerodynamic measurements beneath a high-speed train has created the requirement to be able to accurately simulate these complex aerodynamic flows at the model scale. In this study, the results of moving-model tests and numerical simulations were analysed to determine the performance of each method for simulating the aerodynamic flow underneath a high-speed train. Validation was provided for both cases by juxtaposing the results against those from full-scale measurements. The moving-model tests and numerical simulations were performed at the 1/25th scale. Horizontal velocities from the moving-model tests and computational fluid dynamics simulations were mostly comparable except those obtained close to the ballast. In this region, multi-hole aerodynamic probes were unable to accurately measure velocities. The numerical simulations were able to resolve the flow to much smaller turbulent scales than could be measured in the experiments and showed an overshoot in peak velocity magnitudes. Pressure and velocity magnitudes were found to be greater in the numerical simulations than in the experimental tests. This is thought to be due to the influence of ballast stones in the experimental studies allowing the flow to diffuse through them, whereas in the computational fluid dynamics simulations, the flow stagnated on a smooth non-porous surface. Additional validation of standard deviations and turbulence intensities found good agreement between the experimental data but an overshoot in the numerical simulations. Both moving model and computational fluid dynamics techniques were shown to be able to replicate the flow development beneath a high-speed train. These techniques could therefore be used as a method to model underbody flow with a view to train homologation.
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9

Feng, Chenjiang, and Wenzhen Kuang. "High-speed train speed tracking control based on active disturbance rejection control strategy." Journal of Physics: Conference Series 2246, no. 1 (April 1, 2022): 012043. http://dx.doi.org/10.1088/1742-6596/2246/1/012043.

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Анотація:
Abstract The speed tracking control of high-speed trains has the characteristics of nonlinearity, time delay, and multi-factor interference. Aiming at this, a train speed tracking algorithm based on active disturbance rejection control strategy is proposed. First, establish a train control model based on the train dynamics model. Secondly, design a second-order active disturbance rejection controller to set and compensate for unknown disturbances, and then convert the known train parameters to the controlled object for system simulation, the target speed curve is tracked, which proves the feasibility of the auto disturbance rejection control algorithm. Finally, compare traditional PD control algorithms in terms of anti-jamming performance and tracking error. The results show that the high-speed train speed controller based on active disturbance rejection control has greatly improved the tracking speed accuracy and the robustness of the control system.
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10

Yang, Yingze, Zheng Xu, Weirong Liu, Heng Li, Rui Zhang, and Zhiwu Huang. "Optimal Operation of High-Speed Trains Using Hybrid Model Predictive Control." Journal of Advanced Transportation 2018 (2018): 1–16. http://dx.doi.org/10.1155/2018/7308058.

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Анотація:
The high-speed train operation process is highly nonlinear and has multiple constraints and objectives, which lead to a requirement for the automatic train operation (ATO) system. In this paper, a hybrid model predictive control (MPC) framework is proposed for the controller design of the ATO system. Firstly, a piecewise linear system with state and input constraints is constructed through piecewise linearization of the high-speed train’s nonlinear dynamics. Secondly, the piecewise linear system is transformed into a mixed logical dynamical (MLD) system by introducing the auxiliary binary variables. For the transformed MLD system, a hybrid MPC controller is designed to realize the precise control under hard constraints. To reduce the online computation complexity, the explicit control law is computed offline by employing the mixed-integer linear programming (MILP) technique. Simulation results validate the effectiveness of the proposed method.
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Більше джерел

Дисертації з теми "High speed trains Dynamics"

1

Lebel, David. "Statistical inverse problem in nonlinear high-speed train dynamics." Thesis, Paris Est, 2018. http://www.theses.fr/2018PESC2189/document.

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Анотація:
Ce travail de thèse traite du développement d'une méthode de télédiagnostique de l'état de santé des suspensions des trains à grande vitesse à partir de mesures de la réponse dynamique du train en circulation par des accéléromètres embarqués. Un train en circulation est un système dynamique dont l'excitation provient des irrégularités de la géométrie de la voie ferrée. Ses éléments de suspension jouent un rôle fondamental de sécurité et de confort. La réponse dynamique du train étant dépendante des caractéristiques mécaniques des éléments de suspension, il est possible d'obtenir en inverse des informations sur l'état de ces éléments à partir de mesures accélérométriques embarquées. Connaître l'état de santé réel des suspensions permettrait d'améliorer la maintenance des trains. D’un point de vue mathématique, la méthode de télédiagnostique proposée consiste à résoudre un problème statistique inverse. Elle s'appuie sur un modèle numérique de dynamique ferroviaire et prend en compte l'incertitude de modèle ainsi que les erreurs de mesures. Les paramètres mécaniques associés aux éléments de suspension sont identifiés par calibration Bayésienne à partir de mesures simultanées des entrées (les irrégularités de la géométrie de la voie) et sorties (la réponse dynamique du train) du système. La calibration Bayésienne classique implique le calcul de la fonction de vraisemblance à partir du modèle stochastique de réponse et des données expérimentales. Le modèle numérique étant numériquement coûteux d'une part, ses entrées et sorties étant fonctionnelles d'autre part, une méthode de calibration Bayésienne originale est proposée. Elle utilise un métamodèle par processus Gaussien de la fonction de vraisemblance. Cette thèse présente comment un métamodèle aléatoire peut être utilisé pour estimer la loi de probabilité des paramètres du modèle. La méthode proposée permet la prise en compte du nouveau type d'incertitude induit par l'utilisation d'un métamodèle. Cette prise en compte est nécessaire pour une estimation correcte de la précision de la calibration. La nouvelle méthode de calibration Bayésienne a été testée sur le cas applicatif ferroviaire, et a produit des résultats concluants. La validation a été faite par expériences numériques. Par ailleurs, l'évolution à long terme des paramètres mécaniques de suspensions a été étudiée à partir de mesures réelles de la réponse dynamique du train
The work presented here deals with the development of a health-state monitoring method for high-speed train suspensions using in-service measurements of the train dynamical response by embedded acceleration sensors. A rolling train is a dynamical system excited by the track-geometry irregularities. The suspension elements play a key role for the ride safety and comfort. The train dynamical response being dependent on the suspensions mechanical characteristics, information about the suspensions state can be inferred from acceleration measurements in the train by embedded sensors. This information about the actual suspensions state would allow for providing a more efficient train maintenance. Mathematically, the proposed monitoring solution consists in solving a statistical inverse problem. It is based on a train-dynamics computational model, and takes into account the model uncertainty and the measurement errors. A Bayesian calibration approach is adopted to identify the probability distribution of the mechanical parameters of the suspension elements from joint measurements of the system input (the track-geometry irregularities) and output (the train dynamical response).Classical Bayesian calibration implies the computation of the likelihood function using the stochastic model of the system output and experimental data. To cope with the fact that each run of the computational model is numerically expensive, and because of the functional nature of the system input and output, a novel Bayesian calibration method using a Gaussian-process surrogate model of the likelihood function is proposed. This thesis presents how such a random surrogate model can be used to estimate the probability distribution of the model parameters. The proposed method allows for taking into account the new type of uncertainty induced by the use of a surrogate model, which is necessary to correctly assess the calibration accuracy. The novel Bayesian calibration method has been tested on the railway application and has achieved conclusive results. Numerical experiments were used for validation. The long-term evolution of the suspension mechanical parameters has been studied using actual measurements of the train dynamical response
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2

Matos, Sánchez David, and Maša Nikolic. "Comparison of ballasted and ballastless bridges for high speed trains." Thesis, KTH, Bro- och stålbyggnad, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-188524.

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Анотація:
The purpose of the project is to investigate the difference in performance between ballasted and ballastless railway bridges dedicated to high speed trains by taking into account both static and dynamic requirements. The main questions are: a) whether choosing a ballastless bridge results in a more slender section due to the lower self-weight b) if the design of bridges for high speed trains is governed by the static or by the dynamic requirements. The method followed was to first make a complete static design of a ballasted and a ballastless bridge, and then subject them to a 2D dynamic analyses in order to see if the cross section dimensions must be changed. Some of the bridges required a more thorough dynamic analyses, and for these, a 3D model was developed. The analysed bridge is a simply supported beam with a T section carrying one track. Some variations were also considered, namely a simply supported bridge with a double T section carrying two tracks, as well as a single track bridge in two spans. It was found that all of the analysed bridges are somewhat more slender for the ballastless alternative, and require a 10 -30% less reinforcement. Simply supported bridges carrying one track are governed by the dynamic requirements; the bridges in two spans are for shorter spans governed by the statics and for longer spans by the dynamics. Bridges in double T fulfilled all the requirements according to the 2D analyses, but were found to be greatly affected by the 3 dimensional effects and failed to satisfy the criteria when these were taken into account. Finally, the optimal design according to these analyses is a ballastless bridge in a simple T section. If the bridge constructed should carry two tracks, then it should be constructed as two T beams that are not connected to one another in order to avoid the unfavourable 3D effects.
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3

Johansson, Christoffer. "Simplified dynamic analysis of railway bridges under high-speed trains." Licentiate thesis, KTH, Bro- och stålbyggnad, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-122436.

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Анотація:
The world-wide development of new high-speed rail lines has led to more stringent design requirements for railway bridges. This is mainly due to the fact that a train at high speeds can cause resonance in the bridge superstructure.  In order to avoid problems of this kind, it has become essential to perform dynamic simulations, which are usually carried out in a time consuming finite element program. The main reason for not using an analytical solution is that this type of solution only exists for simple bridges, e.g., simply supported bridges. The aim of this thesis, is therefore the development of a simplified analytical model for preliminary dynamic analyses of railway bridges. The model is then used in several studies, both parametric and probabilistic ones, to determine the dynamic response of various railway bridges under moving loads. Special attention is paid to acceleration levels in the bridge superstructure, because previous studies have shown that these are often decisive. In the design, both the model and the numerical simulations can be used with considerable effectiveness to help engineers to define their structural systems. All bridges, throughout this thesis, have been modelled with elastically supported multi-span Bernoulli-Euler beams. The amount of dissipated energy is modelled using modal damping. The train load is modelled by concentrated loads, which implies that the vehicle-bridge interaction is not considered. A model with these characteristics can be used to analyse simply supported concrete bridges as well as multi-span steel bridges. Another advantage of the proposed method is that the solution is exact, because the equation of motion has been solved using a Laplace transform. A lot of effort has been made to have a model both as simple as possible and flexible enough to be able to study a wide variety of structures. The results of the case studies have shown that concrete bridges are more suitable than steel and composite bridges for use in the new high-speed lines. The simulations have also shown that short-span railway bridges have problems in meeting the design requirements. This confirms the high acceleration levels that were recorded in France, just after the inauguration of the new high-speed line between Lyon and Paris, on several short-span bridges. Furthermore, it was found that a multi-span bridge has a reduction in its dynamic response of up to 60 % compared to a similar simply supported bridge.
Utbyggnaden av nya höghastighetsbanor i världen har resulterat i striktare krav vid dimensionering av järnvägsbroar. Orsaken är främst att tåg vid höga hastigheter kan orsaka resonans i brons överbyggnad. För att kontrollera dessa effekter krävs omfattande dynamiska simuleringar, vilket ofta utförs med tidskrävande FE-analyser. Med analytiska metoder kan beräkningstiden minskas dramatiskt, dessa är dock ofta begränsade till enkla elementarfall, t.ex. fritt upplagda balkar. Syftet med föreliggande avhandling är att utveckla flexibla hjälpmedel för dynamiska kontroller av järnvägsbroar. Avhandlingen fokuserar på accelerationer i brons överbyggnad eftersom tidigare studier har visat att det är den som ofta är dimensionerande. Utöver detta görs det också ett flertal fallstudier och probabilistiska analyser. Ett stort fokus i arbetet har varit att modellen ska vara tillräckligt flexibel för att kunna analysera olika brotyper, samtidigt som mängden indata är begränsad. Följaktligen består modellen av en serie visköst dämpade Bernoulli-Euler balkar som vilar på elastiska upplag. Tåglasten beskrivs med rörliga punktlaster som appliceras direkt på brons överbyggnad utan att interaktion mellan tåg-spår-bro beaktas. Med dessa egenskaper kan modellen användas till att analysera alltifrån fritt upplagda betongbalkbroar till kontinuerliga samverkansbroar. En annan fördel med den föreslagna modellen är att lösningen är exakt eftersom rörelseekvationen har lösts med en Laplacetransform. Resultaten från fallstudierna visar att betongbroar har lägre dynamisk respons om man jämför med stål- och samverkansbroar. Simuleringarna bekräftar också resultat från tidigare studier som visar att broar med korta spann har svårt att uppfylla accelerationskravet. Detta är något som man också har erfarit i Frankrike, där man efter invigningen av höghastighetslinjen mellan Lyon och Paris uppmätte höga accelerationer hos ett flertal korta broar. Vidare visar också analyserna att en kontinuerlig balkbro har upp till 60 % lägre accelerationer jämfört med om samma bro hade utförts som fritt upplagd.

QC 20130529

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4

Björklund, Lena. "Dynamic Analysis of a Railway Bridge subjected to High Speed Trains." Thesis, KTH, Bro- och stålbyggnad, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-36794.

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5

Thomas, Jossian, and Barenys Assís Arañó. "Evaluation of 3D dynamic effects induced by high-speed trains on double-track slab bridges." Thesis, KTH, Bro- och stålbyggnad, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-188850.

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Анотація:
In addition to a static design, a dynamic analysis has to be performed for bridges for which the maximum permissible train speed exceeds 200 km/h. This analysis requires a lot of computing time, for this reason Svedholm and Andersson (2016) have developed a simple tool describing the relationship between the first eigenfrequency of the bridge, the span length and the minimum mass to fulfill the regulation specified in EN-1990. However, these diagrams are based on 2D beam models in which the 3D dynamic effects are not considered. An evaluation of the torsional modes has been performed by analyzing parametrized 3D bridge models, in order to obtain design diagrams including these effects. To do so, a frequency domain analysis has been implemented, based on a steadystate step previously performed in a FEM software. This approach provides a fast way to solve the equation of motion due to the Fourier transform properties, and allows applying several load configurations which are convenient for a parametric study. From this analysis it can be concluded that the thickness to fulfill the demands is larger for 3D models than for 2D. On one hand, contribution of torsional modes of vibration is more significant for the shortest span length, and on the other hand shear-lag effects lead to a reduction of the total resisting bending section.
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6

Lewandowski, David. "Experimental and Modeled Effects of Camshaft Manufacturing Errors on the Dynamics of High Speed Valve Trains." NCSU, 1998. http://www.lib.ncsu.edu/theses/available/etd-19981029-101808.

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AbstractLEWANDOWSKI, DAVID JOHN Experimental and Modeled Effects of CamshaftManufacturing Errors on the Dynamics of High Speed Valve Trains. (Under thedirection of Dr. Joseph W. David)The idea of harnessing combustion to perform mechanical work is by no means anew one. The internal combustion engine, as we know it today, has its origins in the lastcentury, however the idea for controlling combustion to perform mechanical work datesback to the Renaissance. Even with the advent of alternative sources of power forcommerce and personal applications, the internal combustion engine represents a largeportion of the power generation available in this country.There are numerous types of internal combustion engines, each with a variety ofsubsystems. While all of these types and corresponding subsystems are equally important,this investigation is focused on the valve train dynamics of a pushrod type internalcombustion engine. Operating this type of engine at too high of an engine speed usuallycauses dynamic malfunctions such as spring surge, lifter/cam pair separation, valvebounce, etc. in the valve train. Although the interaction of each of the valve traincomponents contributes to the limit speed, the shape of the cam plays a critical role.Therefore, this investigation will look at how small changes in the cam profile due tomanufacturing errors change the dynamics of a valve train in a pushrod type engine.Automotive cams can be manufactured as copied or original parts. Copied partsare typically produced on a rocker type cam grinder and the original parts are produced on a computer numerical control grinder. Therefore, various errors associated with thesemanufacturing techniques are studied herein.Installing cams with profile errors in an engine may result in the dynamicmalfunction of its valve train. In order to study the effect of these profile errors, some ofthe error cam profiles that were predicted for the rocker grinder were manufactured andtested in an actual valve train. In addition, the effects of error cam profiles wereinvestigated by using an existing valve train simulation model. It was found by bothexperimentation and simulation that camshaft errors on the order of typical shoptolerances had little impact on the dynamics of high speed valve trains.

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7

Diedrichs, Ben. "Studies of Two Aerodynamic Effects on High-Speed Trains : Crosswind Stability and Discomforting Car Body Vibrations Inside Tunnels." Doctoral thesis, Stockholm : School of engineering sciences, Royal Institute of Technology, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4174.

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Lind, Östlund Johan. "Dynamic soil-structure interaction of simply supported high-speed railway bridges." Licentiate thesis, KTH, Bro- och stålbyggnad, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-279651.

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Research performed on the subject of dynamic soil-structure interaction (SS) concerning railway bridges is presented in this thesis with the focus on simply supported railway bridges supported by shallow foundations in soil strata on bedrock. The research aims to obtain insight into the SSI of high-speed railway bridges and to provide recommendations on how to model the soil-bridge system from a design perspective. A three-dimensional (3D) simply supported soil-bridge model was first developed and the effects from model assumptions made on the soil-foundation system was evaluated in a 3D setting (paper I). The soil-foundation system was then refined and a model assumptions study was performed in order to evaluate the effects of model assumptions on impedance functions, including the influence of the permanent load acting on the soil-foundation system (paper II). Finally, a study of the assembled soil-bridge system was performed in an extensive parametric study including a set of 2D bridge models in combination with a set of shallow foundations in soil strata on bedrock (paper III). A supplementary section related to paper III was also added in this thesis, showing the effects of the substructure mass. The model assumptions made when creating the soil-foundation model and the soil-bridge model can be very important and must be made with care. The permanent load acting on the soil-foundation systems of shallow foundations may alter the impedance functions significantly. The substructure mass may alter the behavior of the soil-bridge system depending on its magnitude, and neglecting it gives inaccurate results. The 3D effects of SSI do not cause high vibrations due to modes other than the first bending mode, and assuming a 2D bridge model is generally acceptable. The effects of SSI on the soil-bridge systems with shallow soil strata are largely dependent on the ratio between the natural frequency of the bridge and the fundamental frequency of the soil. Depending on the value of this ratio, the effect of including SSI in bridge models may contribute to the bridge obtaining a negligible, conservative, or non-conservative response, as compared to the bridge with the assumption of non-flexible supports.
Forskning i syfte att utröna effekten av dynamisk jord–struktur-interaktion (SSI)på järnvägsbroar presenteras i denna avhandling med huvudfokus på fritt upplagdabroar med stöd av plattgrundlagda fundament i jordar på fast berggrund. Forsknin-gen syftar till att ge förståelse för interaktionen mellan jord och järnvägsbroar samtatt ge rekommendationer på hur systemet kan modelleras ur ett designperspektiv.En tredimensionell (3D) fritt upplagd jord–bromodell utvecklades först och effek-terna av modellantaganden gjorda på jord–grundläggningssystemet utvärderadesi en 3D miljö (artikel I). Jord–grundläggningssystemet förfinades och en studiegenomfördes för att utvärdera effekterna av modellantaganden på impedansfunk-tioner, inklusive påverkan av den permanenta belastningen som verkar på jord–grundläggningssystemet (artikel II). Slutligen utfördes en omfattande parametriskstudie av det sammansatta jord–brosystemet där en uppsättning tvådimensionella(2D) bromodeller kombinerades med en uppsättning jordar (artikel III). Ett kom-pletterande avsnitt relaterat till artikel III lades till i denna avhandling som visareffekterna av massan av underbyggnaden på jord–brosystemet.De modellantaganden som görs vid skapandet av jord–grundläggningsmodeller ochjord–bromodeller kan vara mycket viktiga och bör utföras med varsamhet. Den per-manenta belastningen som verkar på jord–grundläggningssystemet kan väsentligtförändra impedansfunktionerna. Massan av underbyggnaden kan vidare ändra re-sponsen i jord–brosystemet, beroende på dess storlek, och att försumma den kan gefelaktiga resultat. De 3D effekterna av SSI orsakar inte höga vibrationer på grundav andra moder än den första böjmoden, och att anta en 2D bromodell är såledesgenerellt sett motiverat.Effekterna av SSI på jord–brosystemet i grunda jordar beror till stor del av kvotenmellan brons naturliga frekvens och jordens fundamentala frekvens. Beroende påvärdet på denna kvot kan effekten av att inkludera SSI i bromodeller bidra till attbron får en försumbar, konservativ, eller icke-konservativ respons, i jämförelse medbron med antagandet om fasta upplag.

QC 20200903

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9

Tell, Sarah. "Vibration mitigation of high-speed railway bridges : Application of fluid viscous dampers." Licentiate thesis, KTH, Bro- och stålbyggnad, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-205672.

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At the moment of writing, an expansion of the Swedish railway network has started, by constructions of new lines for high-speed trains. The aim is to create a high-speed connection between the most populous cities in Sweden - Stockholm, Göteborg and Malmö, and the rest of Europe. Thereby, the likelihood of faster, longer and heavier foreign trains crossing the Swedish lines is increased. However, this could be problematic since the dynamic response in railway bridges and, consequently, the risk of resonance increases with increasing train speeds. Bridges are usually designed based on contemporary conditions and future requirements are rarely considered, due to e.g. cost issues. Prospectively, the dynamic performance of existing bridges may become insufficient. Hence, the current expansion of the high-speed railway network results in an increased demand of innovative design solutions for new bridges and cost-efficient upgrading methods for existing lines. The aim of the present thesis is to propose a vibration mitigation strategy suitable for new and existing high-speed railway bridges. The main focus is a retrofit method with fluid viscous dampers installed between the bridge superstructure and the supports, which is intended to reduce the vertical bridge deck acceleration below the European design code limits. Furthermore, the intention is to investigate the efficiency of such a system, as well as to identify and analyse the parameters and uncertainties which could influence its functionality. In order to examine the applicability of the proposed retrofit, case studies, statistical screenings and sensitivity analyses are performed and analysed. Two different models, a single-degree-of-freedom system and a finite element model, are developed and compared. From the different models, it is possible to study the influence from the damper parameters, the variability of the material properties and different modelling aspects on the bridge response. After the installation of the fluid viscous dampers, it is found that the acceleration level of the bridge deck is significantly reduced, even below the design code requirements.
I skrivande stund har en utbyggnad av det svenska järnvägsnätet initierats. Målet är att skapa en höghastighetsanslutning mellan de folkrikaste städerna i Sverige - Stockholm, Göteborg och Malmö, och vidare ut i Europa. Därmed ökar sannolikheten att snabbare, längre och tyngre utländska tåg korsar de svenska järnvägslinjerna. Dock kan detta bli problematiskt i och med att järnvägsbroars dynamiska respons och, följaktligen, risken för resonans ökar med ökad tåghastighet. Broar dimensioneras ofta utifrån nuvarande förutsättningar och hänsyn tas sällan till framtida hållbarhetskrav, exempelvis p.g.a. kostnadsbesparingar. Ur ett framtidsperspektiv kan därför det dynamiska beteendet hos befintliga broar komma att bli otillräckligt. Utbyggnaden av höghastighetsnätverket ökar därmed behovet av innovativa konstruktionslösningar för nya broar och kostnadseffektiva uppgraderingsmetoder för befintliga sträckor. Syftet med föreliggande avhandling är att föreslå en metod för att minska de vibrationsnivåer som kan uppstå i både nybyggda och befintliga järnvägsbroar för höghastighetståg. Huvudfokus är en eftermonteringsmetod med viskösa dämpare, som har installerats mellan brons överbyggnad och landfästen, för att minska brobanans vertikala acceleration under gällande europeiska dimensioneringskrav. Vidare avses att undersöka effektiveteten av ett sådant system, samt att identifiera och analysera de parametrar och osäkerheter som kan påverka dess funktionalitet. Fall- och parameterstudier, samt statistiska metoder används och utvärderas för att undersöka tillämpbarheten av den föreslagna vibrationsdämpningsmetoden. Två olika modeller, ett enfrihetsgradssystem och en finit elementmodell, har skapats och jämförts. Utifrån dessa modeller kan påverkan av dämparens parametrar, variabiliteten hos materialegenskaperna och behandlingen av olika modelleringsaspekter studeras. Från resultaten är det tydligt att brobanans accelerationsnivå avsevärt reduceras efter monteringen av viskösa dämpare, till och med under dimensioneringskraven.

QC 20170425

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10

Lestoille, Nicolas. "Stochastic model of high-speed train dynamics for the prediction of long-time evolution of the track irregularities." Thesis, Paris Est, 2015. http://www.theses.fr/2015PEST1094/document.

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Les voies ferrées sont de plus en plus sollicitées: le nombre de trains à grande vitesse, leur vitesse et leur charge ne cessent d'augmenter, ce qui contribue à la formation de défauts de géométrie sur la voie. En retour, ces défauts de géométrie influencent la réponse dynamique du train et dégradent les conditions de confort. Pour garantir de bonnes conditions de confort, les entreprises ferroviaires réalisent des opérations de maintenance de la voie, qui sont très coûteuses. Ces entreprises ont donc intérêt à prévoir l'évolution temporelle des défauts de géométrie de la voie pour anticiper les opérations de maintenance, et ainsi réduire les coûts de maintenance et améliorer les conditions de transport. Dans cette thèse, on analyse l'évolution temporelle d'une portion de voie par un indicateur vectoriel sur la dynamique du train. Pour la portion de voie choisie, on construit un modèle stochastique local des défauts de géométrie de la voie à partir d'un modèle global des défauts de géométrie et de big data de défauts mesurés par un train de mesure. Ce modèle stochastique local prend en compte la variabilité des défauts de géométrie de la voie et permet de générer des réalisations des défauts pour chaque temps de mesure. Après avoir validé le modèle numérique de la dynamique du train, les réponses dynamiques du train sur la portion de voie mesurée sont simulées numériquement en utilisant le modèle stochastique local des défauts de géométrie. Un indicateur dynamique, vectoriel et aléatoire, est introduit pour caractériser la réponse dynamique du train sur la portion de voie. Cet indicateur dynamique est construit de manière à prendre en compte les incertitudes de modèle dans le modèle numérique de la dynamique du train. Pour identifier le modèle stochastique des défauts de géométrie et pour caractériser les incertitudes de modèle, des méthodes stochastiques avancées, comme par exemple la décomposition en chaos polynomial ou le maximum de vraisemblance multidimensionnel, sont appliquées à des champs aléatoires non gaussiens et non stationnaires. Enfin, un modèle stochastique de prédiction est proposé pour prédire les quantités statistiques de l'indicateur dynamique, ce qui permet d'anticiper le besoin en maintenance. Ce modèle est construit en utilisant les résultats de la simulation de la dynamique du train et consiste à utiliser un modèle non stationnaire de type filtre de Kalman avec une condition initiale non gaussienne
Railways tracks are subjected to more and more constraints, because the number of high-speed trains using the high-speed lines, the trains speed, and the trains load keep increasing. These solicitations contribute to produce track irregularities. In return, track irregularities influence the train dynamic responses, inducing degradation of the comfort. To guarantee good conditions of comfort in the train, railways companies perform maintenance operations of the track, which are very costly. Consequently, there is a great interest for the railways companies to predict the long-time evolution of the track irregularities for a given track portion, in order to be able to anticipate the start off of the maintenance operations, and therefore to reduce the maintenance costs and to improve the running conditions. In this thesis, the long-time evolution of a given track portion is analyzed through a vector-valued indicator on the train dynamics. For this given track portion, a local stochastic model of the track irregularities is constructed using a global stochastic model of the track irregularities and using big data made up of experimental measurements of the track irregularities performed by a measuring train. This local stochastic model takes into account the variability of the track irregularities and allows for generating realizations of the track irregularities at each long time. After validating the computational model of the train dynamics, the train dynamic responses on the measured track portion are numerically simulated using the local stochastic model of the track irregularities. A vector-valued random dynamic indicator is defined to characterize the train dynamic responses on the given track portion. This dynamic indicator is constructed such that it takes into account the model uncertainties in the train dynamics computational model. For the identification of the track irregularities stochastic model and the characterization of the model uncertainties, advanced stochastic methods such as the polynomial chaos expansion and the multivariate maximum likelihood are applied to non-Gaussian and non-stationary random fields. Finally, a stochastic predictive model is proposed for predicting the statistical quantities of the random dynamic indicator, which allows for anticipating the need for track maintenance. This modeling is constructed using the results of the train dynamics simulation and consists in using a non-stationary Kalman-filter type model with a non-Gaussian initial condition. The proposed model is validated using experimental data for the French railways network for the high-speed trains
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Книги з теми "High speed trains Dynamics"

1

Raimundo, Delgado, ed. Dynamics of high-speed railway bridges. London, UK: Taylor & Francis, 2008.

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Holmes, Samuel. Aerodynamic effects of high-speed passenger trains on other trains: Safety of high-speed ground transportation systems. Washington, D.C: U.S. Dept. of Transportation, Federal Railroad Administration, Office of Research and Development, 2002.

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Samavedam, G. Safety of high speed ground transportation systems: Track lateral shift : fundamentals and state-of-the-art review. Washington, D.C: U.S. Dept. of Transportation, Federal Railroad Administration, Office of Research and Development, 1996.

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Vehicle-bridge interaction dynamics: With applications to high-speed railways. Singapore: World Scientific, 2005.

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China) International Symposium on Environmental Vibrations (5th 2011 Chengdu. Advances in environmental vibration. Beijing: Science Press, 2011.

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6

author, Liu Xiaohong 1968, ed. Gao su tie lu wu zha gui dao hong nian tu lu ji chen jiang kong zhi yu dong li wen ding xing: Red clay subgrade settlement control and dynamic stability analysis of ballastless track of high speed railway. Beijing: Zhongguo tie dao chu ban she, 2011.

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7

Cefrey, Holly. High speed trains. New York: Children's Press, 2001.

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8

High speed trains. Dural, NSW: Rosenberg, 2011.

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9

High-speed trains. North Mankato, Minnesota: Capstone Press, 2016.

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10

Peter, Hall. High-speed trains for California. Berkeley, Calif: University of California at Berkeley, Institute of Urban and Regional Development, 1992.

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Частини книг з теми "High speed trains Dynamics"

1

Capote, J. A., D. Alvear, O. Abreu, M. Lázaro, and A. Cuesta. "An Evacuation Model for High Speed Trains." In Pedestrian and Evacuation Dynamics, 421–31. Boston, MA: Springer US, 2011. http://dx.doi.org/10.1007/978-1-4419-9725-8_38.

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2

Kaynia, Amir M. "High-Speed Trains with Different Tracks on Layered Ground and Measures to Increase Critical Speed." In Latest Developments in Geotechnical Earthquake Engineering and Soil Dynamics, 133–50. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-1468-2_6.

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Lei, Xiaoyan. "Analysis of Dynamic Behavior of the Train, Ballast Track, and Subgrade Coupling System." In High Speed Railway Track Dynamics, 323–40. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-2039-1_12.

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Lei, Xiaoyan. "Analysis of Dynamic Behavior of the Train, Slab Track, and Subgrade Coupling System." In High Speed Railway Track Dynamics, 341–64. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-2039-1_13.

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5

Ling, Liang, Xin-biao Xiao, Jia-yang Xiong, Li Zhou, Ze-feng Wen, and Xue-song Jin. "A 3D Model for Coupling Dynamics Analysis of High-Speed Train/Track System." In China's High-Speed Rail Technology, 309–39. Singapore: Springer Singapore, 2017. http://dx.doi.org/10.1007/978-981-10-5610-9_18.

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6

Mittal, Satyendra, and Anoop Bhardwaj. "Deformation Modulus Characteristics of Cyclically Loaded Granular Earth Bed for High-Speed Trains." In Latest Developments in Geotechnical Earthquake Engineering and Soil Dynamics, 423–31. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-1468-2_19.

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7

Mulas, M. G., L. Martinelli, and S. Zambon. "The coupled dynamic response of a prototype SFT to high speed trains." In Bridge Safety, Maintenance, Management, Life-Cycle, Resilience and Sustainability, 1146–54. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003322641-138.

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Adam, Christoph, and Patrick Salcher. "Effect of the Load Modelling Strategy on the Dynamic Response Prediction of Bridges Subjected to High-Speed Trains." In Dynamics and Control of Advanced Structures and Machines, 215–24. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-43080-5_24.

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Adam, Christoph, and Patrick Salcher. "Rough Dynamic Response Prediction for Simple Railway Bridges Subjected to High-Speed Trains." In Mechanics and Model-Based Control of Advanced Engineering Systems, 11–19. Vienna: Springer Vienna, 2013. http://dx.doi.org/10.1007/978-3-7091-1571-8_2.

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10

Sarobe, Javier, Alfonso Brazalez, Javier Perez, and Jesus M. Busturia. "Dynamic Feasibility Study of a Large High-Speed Cable Car." In The Dynamics of Vehicles on Roads and on Tracks, 775–85. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210924-64.

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Тези доповідей конференцій з теми "High speed trains Dynamics"

1

Sanz Bobi, Juan de Dios, Berta Suarez, Jorge Garzo´n Nu´n˜ez, and Juan Andre´s Brunel Va´zquez. "Protection High Speed Trains Against Lateral Wind Effects." In ASME 2009 International Mechanical Engineering Congress and Exposition. ASMEDC, 2009. http://dx.doi.org/10.1115/imece2009-10353.

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The present paper, describe how to carry out the study of the influence of strong cross winds on high-speed trains, and how to draw conclusions to mitigate these effects by means of analysis with computer fluid dynamics. Due to the high speed increase mileage in the railway traffic and the lightening of the axis weight, the effect of the aerodynamic loads on the trains due to strong cross winds are becoming more important. These winds have a negative effect on the stability of trains travelling at high-speed. They can disturb the normal operation, cause damages in the infrastructures or even accidents like derailment or overturning. The objective of this paper is to provide, to study and to evaluate solutions and countermeasures, such as wind breaking structures with different morphologies, that mitigate the effects of the aerodynamic loads produced by the cross wind. The study is focused on the geographical and operative conditions of a high-speed line in Spain, the Madrid–Barcelona high speed line. The most affected zones by the cross wind effects have been selected [1] and the two high-speed trains that operate in this line have been considered in the study (they can circulate up to 350km/h). Infrastructures on which the train runs have also been taken into account: bridges and ground tracks or embankment. With two-dimensional analysis and static models, the aerodynamic forces acting on these two vehicles, and the improvements achieved in preventing the harmful cross wind effects by means of wind fence have been measured. A commercial CFD software (Computer Fluid Dynamics) has been used for this purpose and deep analysis of the aerodynamic loads have been carried out. Different wind fence shapes have been studied, with different heights, bending angles on the top and porosities. This made possible to compare multiple solutions, and to adapt the characteristics of the new devices to the specific situations in which higher protection is required. The result is a quasi-ideal wind fence. These fences minimize the aerodynamic loads on the surface of train. The results obtained have been compared with the experimental information of other studies and projects. Cost estimation has also been made to assess the viability of these countermeasures.
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2

Chen, Yit-Jin, Yi-Jiun Shen, Kuo-Yen Chen, and Shih-Ming Chang. "Some Characteristics of Ground Vibration as Induced by High-Speed Trains." In Geotechnical Earthquake Engineering and Soil Dynamics Congress IV. Reston, VA: American Society of Civil Engineers, 2008. http://dx.doi.org/10.1061/40975(318)216.

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3

Reiterer, Michael, Andrei Firus, Alois Vorwagner, Geert Lombaert, Jens Schneider, and Antonia M. Kohl. "Railway bridge dynamics: development of a new high-speed train load model for dynamic analyses of train crossing." In IABSE Congress, Ghent 2021: Structural Engineering for Future Societal Needs. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/ghent.2021.1633.

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<p>In 2019, the German Federal Railway Authority commissioned the consortium TU Darmstadt, KU Leuven, AIT-Austrian Institute of Technology and REVOTEC to develop a new dynamic load model for high-speed railway bridges. It aims to cover the envelopes of the dynamic train signatures and acceleration responses for all currently operating trains and the current HSLM (high-speed load model), given in the Eurocode. In addition, the development of the new load model should also include possible configurations of fast freight trains and future train configurations. An overview of the planned content of the research project and selected results of the current work will be presented.</p>
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4

Reiterer, Michael, Andrei Firus, Alois Vorwagner, Geert Lombaert, Jens Schneider, and Antonia M. Kohl. "Railway bridge dynamics: development of a new high-speed train load model for dynamic analyses of train crossing." In IABSE Congress, Ghent 2021: Structural Engineering for Future Societal Needs. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/ghent.2021.1633.

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<p>In 2019, the German Federal Railway Authority commissioned the consortium TU Darmstadt, KU Leuven, AIT-Austrian Institute of Technology and REVOTEC to develop a new dynamic load model for high-speed railway bridges. It aims to cover the envelopes of the dynamic train signatures and acceleration responses for all currently operating trains and the current HSLM (high-speed load model), given in the Eurocode. In addition, the development of the new load model should also include possible configurations of fast freight trains and future train configurations. An overview of the planned content of the research project and selected results of the current work will be presented.</p>
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5

Ahmadi, Ehsan, Mohammad Kashani, and Nicholas Alexander. "DYNAMIC AMPLIFICATION FACTORS FOR ULTRA-HIGH-SPEED HYPERLOOP TRAINS: VERTICAL AND LATERAL VIBRATIONS." In XI International Conference on Structural Dynamics. Athens: EASD, 2020. http://dx.doi.org/10.47964/1120.9211.18995.

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Chen, W., S. P. Wu, Y. Zhang, Jiachun Li, and Song Fu. "Aerodynamic Characteristics of High Speed Trains under Cross Wind Conditions." In RECENT PROGRESSES IN FLUID DYNAMICS RESEARCH: Proceeding of the Sixth International Conference on Fluid Mechanics. AIP, 2011. http://dx.doi.org/10.1063/1.3651870.

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7

Mao, Zehui, Gang Tao, Bin Jiang, and Xing-Gang Yan. "Adaptive position tracking control of high-speed trains with piecewise dynamics." In 2017 American Control Conference (ACC). IEEE, 2017. http://dx.doi.org/10.23919/acc.2017.7963321.

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Bai, Weiqi, Hairong Dong, Xiuming Yao, and Xue Lin. "Fault detection filter design for the dynamics of high speed trains." In 2017 36th Chinese Control Conference (CCC). IEEE, 2017. http://dx.doi.org/10.23919/chicc.2017.8028485.

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Farahpour, H., D. Younesian, and E. Esmailzadeh. "Ride Quality of High-Speed Trains Traveling Over the Corrugated Rails." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-16137.

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Ride comfort of high-speed trains is studied using Sperling's comfort index. Dynamic model is developed in the frequency domain and the power spectral density (PSD) of the body acceleration is obtained for four classes of tracks. The obtained acceleration PSD is then filtered using Sperling's filter. The effects of the rail roughness and train speed on the comfort indicators are investigated. A parametric study is also carried out to evaluate the effects of the primary and secondary suspension systems on the comfort indicators.
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Markt Jr., David, Mehdi Raessi, Ashish Pathak, Seong-Young Lee, and Roberto Torelli. "Video: Impact of high-speed diesel drop trains - pursuing cleaner diesel engines." In 73th Annual Meeting of the APS Division of Fluid Dynamics. American Physical Society, 2020. http://dx.doi.org/10.1103/aps.dfd.2020.gfm.v0052.

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Звіти організацій з теми "High speed trains Dynamics"

1

Turman, B. N., B. M. Marder, G. J. Rohwein, D. P. Aeschliman, J. B. Kelley, M. Cowan, and R. M. Zimmerman. The pulsed linear induction motor concept for high-speed trains. Office of Scientific and Technical Information (OSTI), June 1995. http://dx.doi.org/10.2172/90379.

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2

Hafez, Mohamed. Symposium on Computational Fluid Dynamics and High Speed Flows. Fort Belvoir, VA: Defense Technical Information Center, June 2001. http://dx.doi.org/10.21236/ada399066.

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3

Lee, Jingeol. Measurements of granular flow dynamics with high speed digital images. Office of Scientific and Technical Information (OSTI), January 1994. http://dx.doi.org/10.2172/425294.

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4

Grunfelder, Julien, Gustaf Norlén, and Mari Wøien. The value of high-speed trains in intermediate regions: a cross-border perspective along the Oslo-Stockholm corridor. Nordregio, September 2019. http://dx.doi.org/10.6027/pb2019:10.2001-3876.

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5

Grunfelder, Julien, Gustaf Norlén, and Mari Wøien. The value of high-speed trains in intermediate regions: a cross-border perspective along the Oslo-Stockholm corridor. Nordregio, September 2019. http://dx.doi.org/10.30689/pb2019:10.2001-3876.

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Lau, Kam Y. Ultrafast Dynamics of Quantum Well Lasers--Ultimate Potential for High Speed Modulation. Fort Belvoir, VA: Defense Technical Information Center, September 1992. http://dx.doi.org/10.21236/ada258653.

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Jiang, Minyee. Joint High Speed Sealift (JHSS) Appendage Resistance Computation Fluid Dynamics (CFD) Analysis. Fort Belvoir, VA: Defense Technical Information Center, December 2009. http://dx.doi.org/10.21236/ada514547.

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Green, John G., and Francis J. Miller. Examining the Effects of Precision Scheduled Railroading on Intercity Passenger and High-Speed Rail Service. Mineta Transportation Institute, March 2022. http://dx.doi.org/10.31979/mti.2022.2016.

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More than just scheduling terminal-to-terminal trips for trains, “Precision Scheduled Railroading” (PSR) creates entire point-to-point trip plans for individual railroad shipments. Since precision execution was first put into practice, the benefits to shipment arrival reliability and to freight railroads’ profitability have been demonstrated by its use in several Class One freight railroads. However, the effects of the PSR operating strategy on passenger railway operations in shared freight/passenger corridors has not been studied in detail. This research examines the effects of PSR railroad operations on passenger railways, including measuring “Host Railroad Minutes of Delay per 10,000 Train-Miles” and “On-Time Performance” of individual passenger railways, both intercity and high-speed.
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Triantafyllou, Michael, and Rockwell Geyer. Full-Scale Measurement and Prediction of the Dynamics of High-Speed Helicopter Tow Cables. Fort Belvoir, VA: Defense Technical Information Center, February 2014. http://dx.doi.org/10.21236/ada602610.

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SOUND RADIATION OF ORTHOTROPIC STEEL DECKS SUBJECTED TO MOVING VEHICLE LOADS. The Hong Kong Institute of Steel Construction, August 2022. http://dx.doi.org/10.18057/icass2020.p.052.

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Orthotropic steel decks (OSDs) are widely used in the construction of steel bridges due to their high bearing capacity and low material consumption. Current investigations into OSDs mainly focus on issues associated with static, stability, fatigue, etc. However, from the perspective of dynamics, structures with low dead loads may be susceptible to excessive vibration and noise, which occurs when shocks caused by moving traffic loads are transferred to the bridge deck and other components. Hence, bridge vibration and the associated noise are critical issues in steel bridges. This paper investigates the vibration and noise characteristics of OSDs under moving vehicle loads by using analytical method. First, the forced vibration response of the OSDs is solved by the Finite Element Method(FEM), and then the obtained response is used as the boundary condition of the OSDs boundary element model to solve the acoustic radiation. Finally, the variation rules of the vibration and sound radiation of the OSDs are analyzed when the load parameters, boundary conditions and structural parameters are changed. The results show that when analyzing the high-frequency vibration and noise of the OSDs, the all-shell-element model should be selected. The high frequency part of vibration and sound pressure of the OSDs is greater than the low frequency part under moving load. Increasing the load speed will increase the low-frequency part of vibration and sound pressure, but increasing the load eccentricity will have the opposite result. Strengthening the boundary constraints and increasing the number of ribs will suppress the vibration and reduce the sound pressure.
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