Advances and Challenges in the Hunting Instability Diagnosis of High-Speed Trains
Abstract
:1. Introduction
2. Evaluation Criteria for Vehicle Hunting Instability
2.1. Evaluation Methods Based on Wheel-Rail Guiding Forces and Axle-Box Lateral Forces
2.2. Evaluation Methods Based on Bogie Frame Acceleration and Carbody Acceleration
3. Early Detection of Hunting Instability
3.1. Diagnostic Signal Sources
3.2. Diagnostic Features
- (1)
- Assume original signal is m(t), and add a set of Gaussian white noise v(t) to it.
- (2)
- Perform traditional EMD decomposition on the signal to obtain the IMF components bi, where q is the residual term and n is the number of decomposed IMF components.
- (3)
- Each time, add different white noise sequences vi(t), with the same amplitude, and repeat the previous two steps.
- (4)
- By repeating the EMD process multiple times and averaging the results, the impact of white noise can be eliminated. The IMF components corresponding to the original signal can then be expressed as follows:
3.3. Diagnostic Targets
4. Evaluation and Fault Tracing of Hunting Instability
4.1. Fine-Grained Evaluation
4.2. Fault Localization
5. Mechanisms of Hunting Instability
5.1. Influencing Factors in Regard to Hunting Stability
5.2. Dynamic Degradation Mechanisms of Hunting Instability
5.3. Common Features of Bogie and Carbody Hunting Instabilities
6. Challenges and Recommendations
6.1. Faced Challenges
6.2. Prospects for Migration-Assisted Hunting Instability Diagnosis
7. Conclusions
- (1)
- Explaining the development process of China’s high-speed trains. As train operating speeds continue to rise and external factors evolve, there is an urgent need to address issues related to instability warnings, operational performance enhancement, and maintenance costs. These challenges highlight the pressing demand for improvements in both operational performance and the reform of maintenance systems for China’s EMUs.
- (2)
- Summarize the criteria used by researchers for assessing the warning standards of hunting instability in high-speed trains, including both bogie hunting and body hunting instability. It provides a theoretical foundation for the early warning and prevention of train hunting instability, thereby ensuring the safety and stability of EMUs during high-speed operation. However, current evaluation standards typically rely on single indicators (such as lateral acceleration) and fixed thresholds to determine hunting instability. This approach does not adequately account for variations in the train speed, track conditions, load scenarios, or complex dynamics of high-speed trains, and it overlooks early-stage small-amplitude hunting. It is recommended to introduce multidimensional evaluation indicators and dynamically adjust the thresholds based on actual operating conditions to enhance the flexibility and adaptability of the standards.
- (3)
- The existing research on the diagnosis of early-stage minor hunting instability in high-speed trains is organized from three perspectives: diagnostic signal sources, diagnostic features, and diagnostic targets. Although early-stage small-amplitude hunting instability involves small vibration amplitudes, the repeated micro-vibrations can exacerbate wear between the track and wheels and impose continuous fatigue stress on critical components. If not accurately identified and effectively controlled, this condition may gradually evolve into more severe hunting instability, further increasing the risk to train operations and potentially leading to more serious safety incidents. Therefore, it is crucial to develop and implement more sensitive and high-precision onboard monitoring systems to capture key data during train operations in real time. By integrating signal analysis with machine learning techniques, engineers and operators can promptly identify and address hunting instability issues at their early stages.
- (4)
- To achieve the research goal of developing a comprehensive description system for hunting motion and precise fault identification, this study organizes and reviews the relevant research on the refined evaluation of bogie hunting instability and body hunting instability, as well as effective fault source tracing in these areas. Research in this area is currently limited and lacks depth. This is primarily because understanding the fault mechanism is fundamental to fault diagnosis, and the effectiveness of diagnostic methods ultimately hinges on the thoroughness of fault mechanism research. Existing studies mostly focus on diagnostics based on signal data, often neglecting the underlying mechanisms and characteristics of the fault itself, and consequently fail to establish a comprehensive fault assessment system and tracing mechanism. Therefore, it is essential to develop more sophisticated and high-precision simulation models that incorporate fault mechanisms. These models should predict the likelihood of hunting instability under varying speeds, loads, and environmental conditions, thereby providing data support for design improvements and operational strategies.
- (5)
- Starting from the operational mechanisms of high-speed trains, it is crucial to conduct an in-depth study of the intrinsic evolution mechanisms of hunting instability. This involves organizing research from three perspectives: wheel-rail contact relationships, suspension systems, and external influencing factors. Such an approach is essential for developing effective preventive and intervention measures. In practical operations and development, to ensure optimal performance of trainsets and prevent hunting instability, engineers should focus on optimizing wheel-rail profiles and contact geometry, adjusting suspension system stiffness and damping parameters, and dynamically adjusting train speed and load distribution based on the real-time monitoring of track conditions and the train status. This approach helps to prevent triggering the critical conditions that lead to hunting instability.
Author Contributions
Funding
Conflicts of Interest
References
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Standard | Frequency Ranges | RMS Calculation Window | Threshold Value | Signal Source |
---|---|---|---|---|
UIC 518 | Hz | 100 m in length with a step size not exceeding 10 m | kN | Wheel-rail guiding force/axlebox transverse force |
Bogie frame acceleration | ||||
EN 14363 | Hz | 100 m in length with a step size not exceeding 10 m | kN | Wheel-rail guiding force/axlebox transverse force |
Bogie frame acceleration | ||||
49CFR 213 | 10 Hz | 2 s | Not exceeding 0.3 g | Bogie frame acceleration |
UIC 515-1 | 10 Hz | _ | continuously over six instances | Bogie frame acceleration |
TSI RST HS 232 | 3~9 Hz | _ | Not exceed 0.8 g continuously across 10 instances | Bogie frame acceleration |
GB/T 5599-2019 | 0.5~10 Hz | _ | continuously across six instances. | Bogie frame acceleration |
Reference | Influence Type | Influencing Factor | Influence Pattern | Affected Object |
---|---|---|---|---|
[4,19] | Wheel-Rail Contact Relationship | Wheel tread conical wear | Abnormal high conicity caused by wheel tread conical wear induces instability, and the instability increases with the conicity and tread wear. | Bogie hunting |
[73] | Wheel-Rail Contact Relationship | Over-grinding of rail heads | Under over-grinding conditions, wheel–rail contact points concentrate on the tread root circle and rail shoulder, leading to abnormal increase in equivalent conicity. | Bogie hunting |
[14] | Wheel-Rail Contact Relationship | Excessive rail shoulder wear and excessive rail cant | Excessive rail cant and over-grinding at the inner corner of the rail lead to extremely low wheel-rail contact conicity. | Carbody hunting |
[74] | Wheel-Rail Contact Relationship | Wheel tread wear flatness | Flattened wheel tread causes abnormal low conicity in wheel-rail contact. | Carbody hunting |
[75] | Wheel-Rail Contact Relationship | Wheel turning | The overall movement of the wheel profile towards the flange decreases the equivalent conicity. | Carbody hunting |
[76] | Wheel-Rail Contact Relationship | Low wheel-rail friction coefficient | Low friction coefficient reduces adhesion between wheel and rail, leading to wheel hunting. | Carbody hunting |
[77] | Suspension Component Damage | Blockage of yaw damper valve | Blockage of the damper valve significantly increases the damping force and dynamic stiffness of the yaw damper. | Carbody hunting |
[78] | Suspension Component Damage | Cavitation in hydraulic yaw damper | Cavitation phenomenon leads to damping force generated only during a single stroke of extension or compression. | Bogie hunting |
[79] | Suspension Component Damage | Compression air stroke in yaw damper | Compression air stroke in yaw damper causes abnormal stiffness and damping. | Bogie hunting |
[80] | Suspension Component Damage | Parameter variations in yaw damper | Increased temperature lowers the dynamic viscosity of the oil, weakening the damping capability of the hydraulic yaw damper; larger attachment stiffness results in a greater reduction in effective damping coefficient; larger gaps cause greater inertial impacts. | — |
[81] | Suspension Component Damage | Changes in equivalent damping and stiffness of yaw damper | Increased equivalent damping and stiffness decrease the frequency of bogie hunting motion. | Bogie hunting |
[7] | Wheel-Rail Contact and Suspension Component Damage Interaction | Changes in equivalent conicity and dynamic damping | Reduction in yaw damper damping decreases the minimum damping ratio, with lower equivalent conicity leading to a larger reduction. | Carbody hunting |
[82] | Vehicle Structural Damage | Change in nodal point of rotary arm stiffness | Increasing the longitudinal stiffness of the nodal point of the rotary arm can lower the vehicle’s nonlinear critical speed and increase wheel-rail wear. | Carbody hunting |
[84] | Track Irregularity | Frequency resonance | Track excitation frequency, bogie hunting frequency, and carbody hunting or rolling modal frequency are simultaneously close. | Carbody hunting |
[85,86] | Track Irregularity | Frequency resonance | Frequency coupling resonance occurs between track excitation frequency, bogie hunting frequency, and carbody modal frequency. | Carbody hunting |
[87] | Track Irregularity | Track geometry misalignment | Track geometry misalignments before intersections can induce hunting motion in trains. | — |
[88] | Aerodynamic Load | Aerodynamic vortex | The aerodynamic vortex at the rear of the train induces yaw frequency of the rear vehicle. | Carbody hunting |
[6] | Aerodynamic Load | Lift flow | The lift flow generated by the HST rear car at high speed can excite its low-frequency hunting movement. | Carbody hunting |
[89] | Aerodynamic Load | Aerodynamic force | Combined conditions of large equivalent aerodynamic lateral force and large aerodynamic lift are prone to primary hunting occurrence. | Carbody hunting |
[90] | Aerodynamic Load | Aerodynamic force | Large yaw moment in aerodynamic force and its primary frequency coupled resonance with the whole vehicle hunting frequency. | Carbody hunting |
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Liang, J.; Sun, J.; Jiang, Y.; Pan, W.; Jiao, W. Advances and Challenges in the Hunting Instability Diagnosis of High-Speed Trains. Sensors 2024, 24, 5719. https://doi.org/10.3390/s24175719
Liang J, Sun J, Jiang Y, Pan W, Jiao W. Advances and Challenges in the Hunting Instability Diagnosis of High-Speed Trains. Sensors. 2024; 24(17):5719. https://doi.org/10.3390/s24175719
Chicago/Turabian StyleLiang, Jiayi, Jianfeng Sun, Yonghua Jiang, Weifang Pan, and Weidong Jiao. 2024. "Advances and Challenges in the Hunting Instability Diagnosis of High-Speed Trains" Sensors 24, no. 17: 5719. https://doi.org/10.3390/s24175719