|Table of Contents|

Low track force dynamic performance and connection reliability of new type radial bogie for freight car(PDF)

《交通运输工程学报》[ISSN:1671-1637/CN:61-1369/U]

Issue:
2013年05期
Page:
39-46
Research Field:
载运工具运用工程
Publishing date:

Info

Title:
Low track force dynamic performance and connection reliability of new type radial bogie for freight car
Author(s):
LI Heng-li1; 2;  LI Fu1;  PAN Shu-ping2;  FU Kai2;  WANG Yong3
1. School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China; 2. CSR Meishan Rolling Stock Co., Ltd., Meishan 620032, Sichuan, China; 3. State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
Keywords:
vehicle engineering;  freight car;  sub-frame;  radial bogie;  low track force;  vehicle-track coupling dynamics;  connection reliability
PACS:
U270.331
DOI:
-
Abstract:
In order to realize wheel-rail low track force performance of bogie for heavy haul feight car, a new low track force radial bogie configuration was given based on the heavy haul transportation state of Chinese railway and the running experience of ZK7 type radial bogie. The improvement focused on sub-frame structure: comparing to the holistic prototype, each axle-box had an independent adapter mounted on sub-frame by tow rivets. The vehicle-track coupling dynamics model with C70EF type gondola and standard Chinese track parameters was established through the multi-body system dynamics software SIMPACK. The wheel-rail dynamics behaviour and the force law between sub-frame and adapter were discussed. The FEM simulation and fatigue test for sub-frame connection reliability were carried out. Analysis result indicates that, compared to ZK7 type bogie, when the new radial bogie passes through a 0.01 rad sinking track joint, the wheel-rail low frequency force approximately reduces by 10.78%; when it runs on AAR5 irregular track, the wheel-rail vertical and lateral forces respectively reduce by about2.98%-4.03%, 2.96%-9.77%, and the vehicle wheel-rail wear friction power reduces by about 5.03%-29.46%. The stress of adapter connection rivet inside is obviously bigger than the one outside, where the maximum shear stress is about 58.13 MPa. The maximum stress near rivet orifice is about 180.76 MPa. Both of them are less than the material allowable values 128 MPa and 345 MPa respectively. The connection fatigue strength and running reliability are sufficient. 2 tabs, 11 figs, 16 refs.

References:

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Last Update: 2013-10-30