| With the rapid development of China’s high-speed railway, it has become an inevitable trend for China’s high-speed railway to go abroad and participate in the international competition. Meanwhile, a new type of EMU electric multiple unit (EMU) has entered the development and test stage. As one of the major components of EMU, carbody plays a crucial role in the safe and stable operation of EMU. Therefore, this paper takes the TC01 carbody of the new type of EMU as the research object to conduct relevant studies of the carbody structure on the basis of track test and finite element simulation. The main conclusions can be drawn as follows:First, establish the finite element model of the TC01 carbody structure of the new type of EMU and conduct simulation of it according to EN 12663:2000 Railway Applications:Structural Requirements of Railway Vehicle Bodies, to make the static strength, fatigue strength and modal analysis. Then, evaluate the strength and stiffness of the carbody, analyze the stress distribution, and determine the monitoring point layout for track test according to the related requirements of Japan standards JIS E7106 on structure equivalent bending stiffness and equivalent torsional stiffness.Next, conduct the tracking test of the new type of EMU carbody on Yuanping West-Yangqu West Section of Datong-Xi’an Testing Line to collect the measured stress time history. Analyze the time domain characteristics of the key parts of carbody structure through the signal data processing. Modify the carbody stress spectrums accordingly based on the finite element simulation results, thereby obtaining the modified stress spectrums of different parts in different line working conditions, and further compiling the typical stress spectrums of the key parts of carbody. On this basis, conduct relevant three parameter Weibull distribution fitting with the carbody stress distribution curves produced by the abovementioned processes.Then, analyze the signal characteristics of different key parts of carbody from the aspects of time domain and frequency domain, the pressure wave changes of the vehicle surface when passing through tunnels and crossing in tunnels and the measuring points’ dynamic stress changes of the vehicle surface. Calculate the equivalent stress data of tunnel passing and non-tunnel running to acquire the dynamic stress weight coefficient of the train tunnel passing, and then test it correspondingly.Finally, according to the measured dynamic stress results and the stress stimulation analysis results of the carbody under the effects of airtight load, modify the airtight load values correspondingly to make the simulation results approach the measured results, and make relevant structure improvement partially on this basis. Meanwhile, make lightweight analysis of the vehicle underframe due to the low underframe stress of the vehicle. |
