Volume 22 Issue 1
Feb.  2022
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CHEN Zai-gang, TANG Liang, YANG Ji-zhong, CHEN Zhi-hui, ZHAI Wan-ming. Dynamics characteristics of rack railway guiding equipment[J]. Journal of Traffic and Transportation Engineering, 2022, 22(1): 122-132. doi: 10.19818/j.cnki.1671-1637.2022.01.010
Citation: CHEN Zai-gang, TANG Liang, YANG Ji-zhong, CHEN Zhi-hui, ZHAI Wan-ming. Dynamics characteristics of rack railway guiding equipment[J]. Journal of Traffic and Transportation Engineering, 2022, 22(1): 122-132. doi: 10.19818/j.cnki.1671-1637.2022.01.010
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Dynamics characteristics of rack railway guiding equipment

doi: 10.19818/j.cnki.1671-1637.2022.01.010
  • 1.

    State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

  • 2.

    China Railway Eryuan Engineering Group Co., Ltd., Chengdu 610031, Sichuan, China

Funds:

National Natural Science Foundation of China 52022083

National Natural Science Foundation of China 51735012

Sichuan Science and Technology Program 2021YFG0065

Sichuan Science and Technology Program 2021YFG0065, 2021YFG0211

More Information
  • Author Bio:

    CHEN Zai-gang(1984-), male, professor, PhD, zgchen@home.swjtu.edu.cn

  • Received Date: 2021-08-03
  • Publish Date: 2022-02-25
    Abstract
  • The coupled dynamics finite element model of the vehicle-rack railway guiding equipment (RRGE) was established by using the large finite element commercial software ABAQUS. The whole process of vehicle passing through the RRGE was simulated, and the dynamic interaction between the vehicle and the RRGE was analyzed. Considering the influences of different parameters, the dynamic performance response laws such as the vibration response, structural stress and dynamic contact force of rack railway guiding equipment were studied. Research results indicate that as the increase of the supporting spring preload, the rotating speeds of the gear increase to the value that matching the train speed more promptly. And generally the vibrations and dynamic stress of the synchronous section increase, while both the vibrations and dynamic stress of the entry section and the vibration of the calibration section decrease. The reasonable supporting spring preload should be determined by considering the effect of structural stress and vibration level comprehensively. For the calculation scenarios in this paper, the reasonable supporting spring preload is recommended to be 3 kN. The vibration speed, the root mean square of the vibration speed, the vibration acceleration, and the root mean square of the vibration acceleration reach their maximum values (e.g. 5.66 m·s-1, 1.31 m·s-1, 5 657.82 m·s-2, 479.36 m·s-2) under the condition that the supporting spring preload is 1 kN. As the increase of the initial rotating speed of the gear up to the train speed, the vertical vibration of the synchronous section varies little in general, and the longitudinal vibration decreases, indicating that it is better to set the initial rotating speed of the gear equal to the train speed. The impact force acting to the RRGE structure from the gear increases with the increase of train speed, therefore, the reasonable train speed passing by the RRGE should be determined by considering the factors comprehensively such as the impact vibration and the operation efficiency. For the calculated speeds of 5 and 10 km·h-1, it is recommended that the reasonable train speed passing by the RRGE should be 5 km·h-1 or less. 5 tabs, 15 figs, 30 refs.

     

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