|Table of Contents|

Influence of wheelset wear and wheel radius difference on dynamics performances of high-speed train(PDF)

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

Issue:
2013年06期
Page:
47-53
Research Field:
载运工具运用工程
Publishing date:

Info

Title:
Influence of wheelset wear and wheel radius difference on dynamics performances of high-speed train
Author(s):
HAN Peng1;  ZHANG Wei-hua1;  LI Yan2;  HUANG Guan-hua1
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
Keywords:
high-speed train;  profile wear;  wheel radius difference;  rolling radius difference function;  dynamics performance
PACS:
U270.11
DOI:
-
Abstract:
Wheel profiles of working high-speed train were traced in test to study the change rules of shape and position of rolling radius difference function with worn profiles and wheel radius difference. The dynamics model of high-speed train was set up based on the parameters of working high-speed train to calculate nonlinear critical speeds, stabilities, and curve passing performances under different conditions of worn profiles and wheel radius difference. The relationship between rolling radius difference function and vehicle dynamics performances was described by the calculation of dynamic equilibrium points at different wheel-rail contacts under straight and curve passing conditions of high-speed train. Analysis result indicates that profile wear and radius difference may change the shape and position of rolling radius difference function, cause the change of equilibrium points of wheel-rail contact and lead to the significant change of vehicle system dynamics performances at the end. On straight line, when the running distance of vehicle reaches 1.98×105 km, vehicle critical speed declines from 530 km·h-1 to 300 km·h-1 with the increase of profile wear. Vehicle riding index increases from 1.60 to 1.87. As wheel radius difference changes from -0.5 mm to 0.5 mm, the critical speed declines by 80 km·h-1, while the riding index increases by 0.10. On curve line, with the increase of profile wear, wheel-rail lateral force increases from 6.7 kN to 15.9 kN. Derailment coefficient increases from 0.12 to 0.23. Elkins wear index increases from 0.005 to 0.018. As the wheel radius difference changes from -0.5 mm to 0.5 mm, wheel-rail lateral force decreases by 3-6 kN, derailment coefficient decreases by 0.03-0.10, and Elkins wear index decreases by 0.003-0.010. 2 tabs, 6 figs, 15 refs.

References:

[1] POLACH O. Influence of wheel/rail contact geometry on the behavior of a railway vehicle at stability limit[C]∥Eindhoven University of Technology. Proceedings of the ENOC-2005. Eindhoven: Eindhoven University of Technology, 2005: 2203-2210.
[2] POLACH O, VETTER A. Methods for running stability prediction and their sensitivity to wheel/rail contact geometry[C]∥Budapest University of Technology and Economics. 6th International Conference on Railway Bogies and Running Gears. Budapest: Budapest University of Technology and Economics, 2004: 13-16.
[3] SHEVTSOV I Y, MARKINE V L, ESVELD C. Optimal design of wheel profile for railway vehicles[J]. Wear, 2005, 258(7/8): 1022-1030.
[4] CHEN Rong, WANG Ping, SONG Yang. Wheel/rail contact geometry of different wheel tread profile in high-speed railway turnout[J]. Advanced Materials Research, 2011, 255-260: 3988-3992.
[5] MACE S, PENA R, WILSON N, et al. Effects of wheel-rail contact geometry on wheelset steering forces[J]. Wear, 1996, 191(1/2): 204-209.
[6] 金学松,温泽峰,张卫华.两种型面轮轨滚动接触应力分析[J].机械工程学报,2004,40(2):5-11. JIN Xue-song, WEN Ze-feng, ZHANG Wei-hua. Analysis of contact stresses of wheel and rail with two types of profiles[J]. Chinese Journal of Mechanical Engineering, 2004, 40(2): 5-11.(in Chinese)
[7] SAWLEY K, WU Hui-min. The formation of hollow-worn wheels and their effect on wheel/rail interaction[J]. Wear, 2005, 258(7/8): 1179-1186.
[8] POPP K, KRUSE H, KAISER I. Vehicle-track dynamics in the mid-frequency range[J]. Vehicle System Dynamics, 1999, 31(5/6): 423-464.
[9] 李 艳,张卫华,周文祥.车轮型面磨耗对车辆服役性能的影响[J].西南交通大学学报,2010,45(4):549-554. LI Yan, ZHANG Wei-hua, ZHOU Wen-xiang. Influence of wear of wheel profile on dynamic performance of EMU[J]. Journal of Southwest Jiaotong University, 2010, 45(4): 549-554.(in Chinese)
[10] 李 艳,张卫华,池茂儒,等.车轮踏面外形及轮径差对车辆动力学性能的影响[J].铁道学报,2010,32(1):104-108. LI Yan, ZHANG Wei-hua, CHI Mao-ru, et al. Influence of wheel tread profile and rolling diameter difference on dynamic performance of vehicles[J]. Journal of the China Railway Society, 2010, 32(1): 104-108.(in Chinese)
[11] 张卫华,张曙光.高速列车耦合大系统动力学及服役模拟[J].西南交通大学学报,2008,43(2):147-152. ZHANG Wei-hua, ZHANG Shu-guang. Dynamics and service simulation for general coupling system of high-speed trains[J]. Journal of Southwest Jiaotong University, 2008, 43(2): 147-152.(in Chinese)
[12] SHEN Zhi-yun, LI Zi-li. A fast non-steady state creep force model based on the simplified theory[J]. Wear, 1996, 191(1/2): 242-244.
[13] 严隽耄,王开文.锥形及磨耗形踏面轮对的空间轮轨接触几何约束特点[J].铁道学报,1985,7(2):9-17. YAN Juan-mao, WANG Kai-wen. Spatial wheel/rail contact geometric constraint characteristics of cone and worn-profiled tread wheelsets[J]. Journal of the China Railway Society, 1985, 7(2): 9-17.(in Chinese)
[14] KNOTHE K. History of wheel/rail contact mechanics: from Redtenbacher to Kalker[J]. Vehicle System Dynamics, 2008, 46(1): 9-26.
[15] 王开云,刘建新,翟婉明,等.铁路行车安全性及舒适性仿真[J].交通运输工程学报,2006,6(3):9-12. WANG Kai-yun, LIU Jian-xin, ZHAI Wan-ming, et al. Running safety and comfortability simulation of railway[J]. Journal of Traffic and Transportation Engineering, 2006, 6(3): 9-12.(in Chinese)

Memo

Memo:
-
Last Update: 2013-12-20