C ntent 1 I n I t n r t od o u d c u t c i t on

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1 A Robust Regulation Strategy of Safety Stability Margin for HSR Practices in Cold Temperature Zones Professor/Doctor Dalian Jiaotong University CHINA Shu-lin, LIANG Senior Eng./Doctor CRC (Changchun) CHINA Xiao-jun, ZHANG Senior Eng./Doctor TRC (Tangshan) CHINA On 11th July, Operation 1 - Risk Analysis

2 1 Introduction Content Basic Issue: : Whether the stability robustness is needed for HSR practices under the extreme climates. 2 HSRS Theoretical Innovations and Practices Commercial Velocity Limits of Conventional bogies; Theoretical Innovations of 300km/h high-speed bogies; Problems in Chinese HSR practices. 3 A Robust Regulation Strategy for the Alpine Car Optimal Regulation and Economical Velocity; Stability Robustness and Commercial Velocity. 4 Conclusions Correct Recognition of Technical Innovations; Risk Avoidance with Novel Theory; Some benifits derived by the robust regulation strategy. 2 Traction Coefficient

1 Introduction Basic Issue: Stability Robustness For HSR practices under the extreme climates, the disturbances will be caused by heavy snow, low temperature, etc.

3 1 Introduction Basic Issue: Stability Robustness For HSR practices under the extreme climates, the disturbances will be caused by heavy snow, low temperature, etc.. The lateral-swung motions of motor suspensions are blocked by the snow-ice barriers. The mass of hunting oscillation is increased, and the phenomena like coach shaking will be produced. Both test and simulation analyses show that the coach shaking is very harmful to the HSR running safety. Lateral Comfort Evaluation Wz,y Coach Shaking Lat. Accel. of Rear Carbody /(m/s 2 )????????? /( m s - 2) Lat. Accel.??? of?? Rear?? Carbody?? /( m s /(m/s - 2) 2 ) CA:?e,0.166 CB:?e,0.23 CC:?e,0.35 CD:?e, Lat. Stiffness?? of? Motor??? suspension?? /( KN m(kn/m) - 1) x 10 4 ( a) Wheel-rail Dry Frictionµ 0.4 CA:?e,0.166 CB:?e,0.23 CC:?e,0.35 CD:?e,0.43 Velocity /(km/h) Low-temperature Test in Changchun Jilin HSR Line x 10 4 Lat. Stiffness???? of? Motor??? suspension /( KN m - 1) (KN/m) ( b) Wheel-rail Wet Frictionµ 0.2

4 2 HSRS Theoretical Innovations and Practices 2.1 Conventional Bogies: Both safety and economy are very hard to be balanced in HSR practices. The trading-off solution of carbody and bogie instabilities has to be accepted for conventional vehicles; The velocity limits are stipulated therefore in UIC and TSI standards, i.e. the Shinkansen practices are just under the corresponding velocity limit; Otherwise the huge economic damage should be paid, like some modified Shinkansen bogies CRH2C and 380A, since the laws shown in fig. (b) and (c) can not be obeyed any more in their 300km/h HSR practices. Instability of Carbody Critical Velocity Vcr Critical Damping 5% Stability Critical Damping 0% Instability of Bogie Lower Critical Velocity Equivalent Conicλe ( a) Instability Zones of Carbody and Bogies Max. Commercial Velocity Vmax/(km/h) the Shinkansen, Japan Velocity limits according to TSI Stipulation 150 Your conclusion here in 2 or 3 Velocity limits according to UIC518/515 Stipulation lines Equivalant at Conic max?e ( b) Commercial Velocity Space for Conventional Bogies Elastic Contact Limit ( c) Contact Surface Damage 4

Taking the above anti-hunting mode as the kernel problem, the two important principles are summarized as follows: - The mass of hunting oscillation must be reduced so as to take account of the

5 2 HSRS Theoretical Innovations and Practices 2.2 Theoretical Innovations For the technical innovations, e.g. ICE3 series bogies, the anti-hunting absorption- band mode is proposed, which can be regulated by the determining criterion of anti-hunting in-series stiffness. Taking the above anti-hunting mode as the kernel problem, the two important principles are summarized as follows: - The mass of hunting oscillation must be reduced so as to take account of the dissipative capacity of anti-hunting dampers, which is the first principle [some different from ALFI]; - The corresponding match relationship between hunting oscillation and anti-hunting absorption-band band in PSD responding characteristics, which is regarded as the second principle. K= 4 X, C= 4 330kN s/m K= 4 X, C= 4 440kN s/m K= 4 2 X, C= 4 440kN s/m K= X, C=4 440kN s/m K= X, C= 4 440kN s/m K= 4 X, C= 4 330kN s/m K= 4 X, C= 4 440kN s/m K= 4 2 X, C= 4 440kN s/m K= X, C=4 440kN s/m K= X, C= 4 440kN s/m 5

6 2 HSRS Theoretical Innovations and Practices 2.3 Problems in Chinese HSR Practices 构 Frame 构构构 lat.accel. 构构构 /g (g) Vibration Alarm Troubles: which is referred as which is referred as the deficient stability margin problem. - It is due to the over-speed 350km/h, by which the local hollow worn tread is formed. - The local hollow worn tread is one of the harmful worn treads, since the issue of small hunting safety [POLACH] is no longer serviceable any more in HSR practices; - The economic velocity has to be lowered to 280km/h because of the lateral resonances of bogie frames if the local conformal contact is formed. EMERGENCY STOP And alarming 7 车构构 Rear f rame of 6 车 TC07 构构 Rear f rame of MC06 Overestimated because of the lateral resonances Bogie frame measured lat. accel. of trailer TC07 Lateral flutter of bogie frame is still appeared because of transient blowing-off after replacing the new anti-hunting dampers ( a) Rear bogie of trailer MC07 Bogie frame measured lat. accel. of motor MC06 But Local Hollow Worn Formed Worn Tread with Some Broaden Spread Flange Worn Slightly Frame lat. Accel. PSD/(m 2 /s 4 Hz) 0.0 郴郴韶关长汨罗岳岳 1600 沙衡岳 Distance /km 里里 (k m) Vel oc i t y 250km/ h,loc al hol l ow wor n t r ead, Vel oci t y 280k m/ h,local hol l ow wor n t r ead,0. 23 Vel oc i t y 300km/ h,loc al hol l ow wor n t r ead,0. 23 Completely agree with each other Magnitude /g After anti-hunting dampers are changed Down running in( K1510-K1566) km section of an HSR line Ca.6.3Hz ( b) Rear bogie of motor MC06 Rear bogie of trailer TC02/07 Adjacent bogie of motor vehicle the lateral resonances Lateral Accel. PSD Contrast from the Test Measurings 6 Commercial velocity Vmax/(km/h) Bad economic velocity Mild economic velocity Best economic velocity Commercial velocity corresponding to local hollow-type worn tread equivalent conic λ

7 2 HSRS Theoretical Innovations and Practices 2.3 Problems in Chinese HSR Practices 构 Frame 构构构 lat.accel. 构构构 /g (g) Vibration Alarm Troubles: which is referred as which is referred as the deficient stability margin problem. - It is due to the over-speed 350km/h, by which the local hollow worn tread is formed. - The local hollow worn tread is one of the harmful worn treads, since the issue of small hunting safety [POLACH] is no longer serviceable any more in HSR practices; Flange Worn Slightly - The economic velocity has to be lowered to 280km/h because of the lateral resonances of bogie frames if But Local Hollow Worn Formed the local conformal contact is formed. EMERGENCY STOP And alarming 7 车构构 Rear f rame of 6 车 TC07 构构 Rear f rame of MC06 Overestimated because of the lateral resonances Bogie frame measured lat. accel. of trailer TC07 Lateral flutter of bogie frame is still appeared because of transient blowing-off after replacing the new anti-hunting dampers ( a) Rear bogie of trailer MC07 Bogie frame measured lat. accel. of motor MC06 But Local Hollow Worn Formed Worn Tread with Some Broaden Spread Flange Worn Slightly Frame lat. Accel. PSD/(m 2 /s 4 Hz) 0.0 郴郴韶关长汨罗岳岳 1600 沙衡岳 Distance /km 里里 (k m) Vel oc i t y 250km/ h,loc al hol l ow wor n t r ead, Vel oci t y 280k m/ h,local hol l ow wor n t r ead,0. 23 Vel oc i t y 300km/ h,loc al hol l ow wor n t r ead,0. 23 Completely agree with each other Magnitude /g After anti-hunting dampers are changed Down running in( K1510-K1566) km section of an HSR line Ca.6.3Hz ( b) Rear bogie of motor MC06 Worn Tread with Some Broaden Spread Rear bogie of trailer TC02/07 Adjacent bogie of motor vehicle the lateral resonances Lateral Accel. PSD Contrast from the Test Measurings 7 Commercial velocity Vmax/(km/h) Bad economic velocity Mild economic velocity Best economic velocity Commercial velocity corresponding to local hollow-type worn tread equivalent conic λ

8 2 HSRS Theoretical Innovations and Practices 2.3 Problems in Chinese HSR Practices Coach Shaking Phenomenon : which is referred as the stability robustness problem. - The higher the anti-hunting in-series stiffness, the worse the stability margin of rear bogie is getting to. - The explicit definition is that since some motor bogies do not have the sufficient stability margin, the instability like coach shaking will be produced transiently under the uncertain disturbances. As discussed above, there is an optimal or sub-optimal regulation according to the second principle. Lateral modes of motor swing Lateral modes of motor swing al frequency /Hz Moda Lateral mode of motor swung Hunting mode of forebogie Hunting mode of rear bogie frequency /Hz Modal Bogie hunting modes Carbody yaw mode Modal frequency /Hz Bogie hunting modes Carbody yaw mode Carbody rolling mode Carbody yaw mode Carbody rolling mode Carbody rolling mode Relative damping /% (a) Original bogie (380BAnti-hunting in-series stiffness 4 4.5X) Relative damping /% (b) Site Regulation (Anti-hunting in-series Stiffness X) Relative damping /% (c) Optimal Regulation (Anti-hunting in-series Stiffness 4 2X) Lateral track-shft force H/KN Sampling RMS of MC01/16 in tragent running (firction model A) Sampling RMS of MC01/16 in tragent running (firction model B) Sampling RMS of MC01/16 in curve running (firction model A) Sampling RMS of MC01/16 in curve running (firction model B) Limit value may cause the wheel sideslip Velocity /( km/h) Lateral ride comfort evaluation Wzy Fore Wzy of MC01/16 in tragent running (firction model A) Fore Wzy of MC01/16 in tragent running (firction model B) 0.5 ore Wzy of MC01/16 in curve running (firction model A) ore Wzy of MC01/16 in tragent running (firction model B) Limit value Velocity /( km/h) Lat. accel. PSDof bogie frame /( m 2 s -4 -Hz -1 ) Coach shaking Anti-hunting in-series Stiffness 4 1.5X Anti-hunting in-series Stiffness 4 2X Anti-hunting in-series Stiffness 4 2.5X Anti-hunting in-series Stiffness X Instability frequency corresponding to hunting resonance MC01, 380km/h, CA: λ e 0.16 Test analysis: Ca.2.3Hz Hunting oscillation corresponding to coach shaking 8

9 3 A Robust Regulation Strategy 3.1 Optimal Regulation and Economic Velocity Commercial velocity Vmax/(km/h) Safety Stability Margin: the minimum safety margin by which the dynamical behavior safety of running gear is guaranteed in the economic velocity (because of the higher frequency impedances). - Economic velocity is the results traded off or optimized between the non-linearities of high-speed bogie and safety stability margin of HSRS. Safety stability margin regulation has 3 meanings: - The first principle is considered as the primary guideline in the bogie s suspension design, and the second one is regarded as the optimization rule of configuration parameters; - It can be proved that HSRS have safety stability margin by both the stability property (e.g. root locus) and the safety limits (according to UIC518/515 or EN14363); - The commercial velocity must be determined further by the other technical limits, for example, the snow-ice barriers. Bad Economic Velocity Mild Economic Velocity 250 Velocity Limit according to TSI Best Economic Velocity Velocity Limit according to UIC518 Commercial velocity corresponding to local hollow-type worn tread Economic Velocity 350km/h Equivalent conic λ Commercial velocity space in optimal regulation Lat. track-shift force /KN Lat. track-shift force /KN Not so high CA:?e CA:?e 0.23 CA:?e 0.35 CA:?e 0.43 Safety limit CA:?e CB:?e CC:?e 0.35 According to the 3σ principle in UIN 518 CD:?e Velocity /(km/h) velocity /(km/h) (a) CRH3C original design (Ks=4 X) (b) Optimal regulation (Ks=4 2X) Running Gear Dynamical Behavior of Trailer Vehicle 9

10 3 A Robust Regulation Strategy 3.2 Stability Robustness and Commercial Velocity The stability robustness is improved, as shown in the stability property patterns. But the lateral track-shift forces are increased rapidly by the snow-ice barriers. - According to Wickiens viewpoint, the lateral track-shift forces can be increased remarkably when the lateral-swung motion of motor suspension is blocked by snow-ice barriers since the lateral creep force caused by spin is determined by both equivalent conic in wheel-rail contact and the mass of hunting oscillation. - [Wickens]: the vehicle stability can be retained under the equilibrium between the lateral creeping force caused by spin and the restoring force produced by gravitational stiffness. Lat. Track-shift Force /kn (a) Bogie 380B (Site regulation: anti-hunting in-series stiffness X) (b) Improved (Optimal regulation :anti-hunting in-series stiffness 4 2X) CA:?e,0.166 CB:?e,0.23 CC:?e,0.35 CD:?e,0.43 Safety Limit Motor lat. swung stiffness /(KN/m) x 10 4 Lat. Track-shift Force /kn So high CA:?e,0.166 CB:?e,0.23 CC:?e,0.35 CD:?e,0.43 Safety Limit Lat. Track-shift Force /kn x 10 4 Lat. Track-shift Force /kn CA:?e,0.166 CB:?e,0.23 CC:?e,0.35 CD:?e,0.43 Safety Limit Motor lat. swung stiffness /(KN/m) x 10 4 ( a) 300km/h ( b) 350km/h ( c) 380km/h 10

3 A Robust Regulation Strategy 3.2 Stability Robustness and Commercial Velocity There is the safety risk of oil leak by the shocks of lateral force, esp.

11 3 A Robust Regulation Strategy 3.2 Stability Robustness and Commercial Velocity There is the safety risk of oil leak by the shocks of lateral force, esp. under low temperature service condition, and the uncertainty will be produced further in the leakage characteristics due to the cold-resistant oil change. Therefore, the commercial velocity 300km/h is suggested for the Alpine Car practices in very cold zones The lateral-swung oscillations of motor suspensions will be very strong Motor Dampers Axlebox Dampers Lateral Dampers Anti-hunting Dampers 电电电电电一一一一电电电横一电电电抗抗抗电电电 Back-flow Filter (between Auxiliary and Rebounded Champers) Damage Rates Statistics of different Dampers Rebounded Chamber Auxiliary Chamber Compressed Chamber The oil leak of motor damper rebounded compressed Piston (with 1 Orifice and 3 Mono-direction Venting Valves) Phase /deg Safety Valve (between Auxiliary and Compressed Champers) Uncertainty in the leakage characteristics of venting valves and safety No. 708 For 380B bogie No. 188 Lag, ca.30 deg. The frequency response characteristics from testrig 11

4 Conclusions For the 300km/h high-speed bogies, the technical innovations should be recognized correctly, that is, the economic velocity should be determined by the second principle.

12 4 Conclusions For the 300km/h high-speed bogies, the technical innovations should be recognized correctly, that is, the economic velocity should be determined by the second principle. The safety risk in HSR practices should be avoided as possible with the novel theory, that is, some importance should be attached to the stability robustness. It can be certainly predicted that some benefits will be derived by the robust regulation strategy, e.g. the axlebox s lateral cycle loads can be reduced to at least 20%, as shown in the following figure. Amplitude of load cycles /N Bogie CRH3C Optimal Regulation Bogie 380B (Site Regulation) Lateral Dynamical Load Characteristics of Rear Axleboxes (Equivalent Conic 0.166, 300km/h) 12

13 ...Thank you...thank you for your kind attention

14 In best agree with the test measuring analysis, 6.3Hz 2 Lat. Creep force PSD of rear bogie wheels /(N / Hz) (a) Lat. accel. PSD of rear bogie frame 2 2 Twist resonance PSD of anti anti-rolling torsion rod /(N m / Hz) Lat. Accel PSD of bogie frame /(m2 /s4 Hz) 350km /h CA: λ e km/h CA: λ e km /h CA: λ e km /h CA: λ e km/h CA: λ e km /h CA: λ e (b) Twist resonance PSD of rear anti-rolling torsion rod 350km /h CA: λ e km/h CA: λ e km /h CA: λ e Flange Worn Slightly But Local Hollow Worn Formed Worn Tread with Some Broaden Spread (c) Lat. Creep force PSD of rear bogie wheels (d) Local hollow-type worn tread of transformer veh. wheels

15 Four corners( above axlebox) Sideframe center( airspring locatin) Four corners( above axlebox) 图 b 330KM/h Sideframe center( airspring locatin) Frame Lat. Accel. PSD /( m 2 /s 4 -Hz) Frame lat, accel. PSD /( m 2 /s 4 -Hz) ( a) 300 km/h ( b) 330 km/h l. PSD /( m 2 /s 4 -Hz) Frame lat. Accel Four corners( above axlebox) Sideframe center( airspring locatin) SD /( m 2 /s 4 -Hz) Frame Lat. Accel. PS Four corners( above axlebox) Sideframe center( airspring locatin) ( c) 380 km/h ( d) 400 km/h Rear bogie of trailer TC02/07 Adjacent bogie of motor vehicle Magnitude /g Ca.6.3Hz Lateral Accel. PSD Contrast from the Test Measurings

16 Lat. track-shift force of rear wheelset /KN CA: λe,0.166 CB: λe,0.23 CC: λe,0.35 CD: λe,0.43 Safety Limit Lat. track-shift force of rear wheelset /KN CA: λe,0.166 CB: λe,0.23 CC: λe,0.35 CD: λe,0.43 Safety Limit Lat. stiffness of motor suspension /( KN m - 1) x 10 4 Lat. stiffness of motor suspension /( KN m - 1) x 10 4 (a)wheel-rail Dry Frictionµ 0.4 (b)wheel-rail Dry Frictionµ 0.2 Lat. Swing mode of motor elastic suspension lat. swing modes of motor elastic suspensions Modal frequency /Hz Carbody yaw mode hunting modes of fore and rear bogies modal frequency /Hz hunting m odes of fore and rear bogies carbody yaw mode Carbody rolling m ode carbody roll ing mode Modal damping /% m odal dam ping /% ( a) equivalent conic 0.16 ( b) equivalent conic 0.23 lat. swing modes of motor elastic suspension lat. swing modes of motor elastic suspensions modal frequency /Hz carbody roll ing mode hunting modes of fore and rear bogies carbody yaw mode modal frequency /Hz carbody rolli ng mode hunting modes of fore and rear bogies carbody yaw mode modal damping /% modal damping /% ( c) equi valent conic 0.35 ( d) equivalent conic 0.43

17 MC03 TC02 The transient disturbance: The 5s duration per impulse MC01 Running Direction Anti-disturbance capacity of wake flows /KN Overturning index CRH3C with the original configuration: 0.3 Instability of bogie at 380km/h CRH3C with the optimal regulation 0.2 CRH3C with the optimal regulation CRH3C with the optimal regulation B with the original configuration 380B with the original configuration 5 380B with the original configuration 380B with the in-site regulation B with the in-site regulation 380B with the in-site regulation 0.1 CRH3C with the original configuration CRH3C with the original configuration CRH3C with the original configuration limit value limit value Velocity /( km/h) Velocity /( km/h) Velocity /( km/h) (a)anti-disturbance capacity of wake flows (b)overturning index of bogie (c)lat. accel. of carbody Lat. Accel. of carbody / ( m/s 2 )

z Bogie frame Longitudinal friction force F

top and bottom plates Emergency rubber If

stick-slip slip vibration will be produced

plates, For the original disturbances When

18 Bolster (Att. to carbody) Lateral friction force F y y x z Bogie frame Longitudinal friction force F x Normal force P Friction contact between top and bottom plates Emergency rubber If the airspring is burst, the phenomenon like stick-slip slip vibration will be produced on the friction contacts of top and bottom plates, For the original disturbances When the scale of disturbances is diminished, i.e. the surface is greased thinly

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