Seismic Response of Counterweight-Roller-Rail Coupled System for High-Speed Traction Elevator

Referred the vehicle-track coupling dynamics theory [1] and the vertical dynamic analysis models of Bridge-Subgrade transition developed by Zhai [2] ，Wang [3] and others [4]. This article takes account of the interaction between different structural layers in the subgrade system further by using the dynamic ballastless track model and finally establishes a space dynamic numerical model of the vehicle-track-subgrade coupled system. The dynamic response of the coupled system is analyzed when the speed of the train is 350km/h and the transition is filled with graded broken stones mixed with cement of 3%. Results show that the setting forms of Bridge-Subgrade transition have little effect on the dynamic responses, so designers can choose it on account of the practical situation. Due to the location away from abutment about 5m has greater deformation; the stiffness within 5m should be designed alone. Based on the study from vehicle-track dynamics, we suggest that the maximum allowable track deflection angle is 0.9‰ and K30190Mpa within 5m behind the abutment.

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Modeling and Synchronous Control of Dual Mechanically Coupled Linear Servo System

Journal of Dynamic Systems Measurement and Control ◽

10.1115/1.4028688 ◽

2014 ◽

Vol 137 (4) ◽

Cited By ~ 12

Author(s):

Wu-Sung Yao

Keyword(s):

Machine Tool ◽

High Speed ◽

Dynamic Stiffness ◽

System Modeling ◽

Coupled System ◽

Mechanical Coupling ◽

Synchronous Control ◽

Linear Motors ◽

Operation Speed ◽

Control Scheme

This paper presents a system modeling technique for a high-speed gantry-type machine tool driven by linear motors. One feed axis of the investigated machine tool is driven by the joint thrust from two parallel linear motors. These two parallel motors are coupled mechanically to form the Y-axis while another standalone motor fixed to a support forms the X-axis. The components in the X-axis, which is treated as the mechanical coupling, are carried by the slides of the Y-axis motors. This configuration is applied to improve the dynamic stiffness of the system and operation speed/acceleration. However, the precise synchronous control of the two parallel and coupled motors would be the major challenge. To overcome this challenge, a multivariable system identification method is developed in this paper. This method is used to construct an accurate system mathematical model for the target coupled system. A synchronous control scheme is then applied to the model obtained using the proposed technique. The performance of the system is experimentally verified with a high-speed S-curve motion profile. The results substantiate the constructed system model and demonstrate the effectiveness of the control scheme.

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Seismic response analyses of high-speed railway bridge round-ended piers using global bridge model

International Journal of Materials and Product Technology ◽

10.1504/ijmpt.2012.048190 ◽

2012 ◽

Vol 44 (1/2) ◽

pp. 35 ◽

Cited By ~ 8

Author(s):

Lingkun Chen ◽

Lizhong Jiang ◽

Peng Liu

Keyword(s):

Seismic Response ◽

High Speed ◽

Railway Bridge ◽

High Speed Railway ◽

Bridge Model

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Effects of CRTS II Unballasted Track on Seismic Response of High-Speed Railway Bridge

Applied Mechanics and Materials ◽

10.4028/www.scientific.net/amm.584-586.2099 ◽

2014 ◽

Vol 584-586 ◽

pp. 2099-2104 ◽

Cited By ~ 3

Author(s):

Yong Liang Zhang ◽

Pei Shan Wang ◽

Ji Dong Zhao

Keyword(s):

Seismic Response ◽

High Speed ◽

Response Analysis ◽

Railway Bridge ◽

High Speed Railway ◽

Bridge Model ◽

Longitudinal Stiffness ◽

Girder Bridge ◽

Transitional Section ◽

Earthquake Response Analysis

Based on properties of high-speed railway bridge and rail system restraints, the rail-bridge model is established by considering CRTS II unballasted track and bridge structure. The results show that the effect of CRTS II system restraints on seismic response for multi-span simply supported girder bridge is greater so the rail-bridge model should be adopted in earthquake response analysis. Due to the effect of longitudinal stiffness of the railway and bridge transitional section such as terminal spine, the more significant is unloading for seismic response of the side piers if the fewer is the number for the rear-structure spans.

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