径向转向架地铁车辆动力学性能及车轮损伤研究
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摘要
为研究地铁车辆的动力学性能,分析了径向机构的导向原理,建立了传统、自导向、迫导向3种地铁车辆动力学模型,并根据车轮滚动接触疲劳损伤模型对车辆通过曲线时的车轮损伤进行计算。计算结果表明:车辆径向机构加强了车辆部件间的连接,优化了车辆稳定性及横向平稳性的指标;迫导向车辆在曲线运行时具有较大优势,且各项评价指标均优于自导向车辆;3种车辆模型运行于相同线路时,迫导向车辆车轮损伤值最小,在曲线半径为300 m时仅为传统地铁车辆车轮损伤的21%,自导向车辆与传统车辆的车轮损伤较大,且随着曲线半径的增大自导向车辆车轮损伤小于传统车辆。地铁车辆安装迫导向机构可以有效地减小轮轨间作用力,减缓车轮损伤。
In order to study the dynamic performance of metro vehicles, the steering principle of radial mechanism was analyzed, three dynamic models of metro vehicles were established, which were traditional, self-steering and forced-steering and according to the wheel rolling contact fatigue damage model, the wheel damage of vehicle passing curve was calcalated. The results showed that the radial mechanism of the vehicle strengthened the connection between the vehicle components and optimized the stability and lateral smoothness of the vehicle, the forced-steering vehicle had a greater advantage in curve operation, and all the evaluation indexes were better than the self-steering vehicle. When the three vehicle models run on the same line, the wheel damage of the forced-steering vehicle was the smallest, which was only 21% of the traditional metro vehicle wheels when the curve radius was 300 m. The damage of the self-steering vehicle and the traditional vehicle wheels was greater, and the damage of the self-steering vehicle wheels was less than the traditional vehicle wheels with the increase of the curve radius. So, the installation of forced steering mechanism for metro vehicles could effectively reduce the wheel rail interaction force and reduce wheel damage.
In order to study the dynamic performance of metro vehicles, the steering principle of radial mechanism was analyzed, three dynamic models of metro vehicles were established, which were traditional, self-steering and forced-steering and according to the wheel rolling contact fatigue damage model, the wheel damage of vehicle passing curve was calcalated. The results showed that the radial mechanism of the vehicle strengthened the connection between the vehicle components and optimized the stability and lateral smoothness of the vehicle, the forced-steering vehicle had a greater advantage in curve operation, and all the evaluation indexes were better than the self-steering vehicle. When the three vehicle models run on the same line, the wheel damage of the forced-steering vehicle was the smallest, which was only 21% of the traditional metro vehicle wheels when the curve radius was 300 m. The damage of the self-steering vehicle and the traditional vehicle wheels was greater, and the damage of the self-steering vehicle wheels was less than the traditional vehicle wheels with the increase of the curve radius. So, the installation of forced steering mechanism for metro vehicles could effectively reduce the wheel rail interaction force and reduce wheel damage.
引文
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[2]卜继玲,傅茂海,严隽耄.摆式客车迫导向径向转向架导向机构参数研究[J].西南交通大学学报,2000,35(6):614-618.
[3]张俊峰.地铁线路曲线半径和列车速度对轮轨磨耗的影响[J].城市轨道交通研究,2014,17(6):99-103.
[4]颜怡翥.广州地铁5号线小半径曲线钢轨磨耗分析[J].城市轨道交通研究,2011,14(6):55-57.
[5]刘宏友,李莉,李文学.杠杆式迫导向转向架动力学性能研究[J].中国铁道科学,2002,23(3):37-44.
[6]砥上靖弘.日本银座线地铁车辆采用导向转向架的运行状况[J].国外铁道车辆,2016,53(1):26-30.
[7]飯田,浩平.交叉杆式自导向转向架动力学性能分析[J].国外铁道车辆, 2007, 44(6):22-27.
[8]刘振明,胡用生.自导向径向转向架的研制[J].铁道车辆,2008,46(6):22-24.
[9]刘宏友,曾京,李文学.米轨客车迫导向转向架动力学性能研究[J].西南交通大学学报,2002,37(5):579-583.
[10]刘宏友,曾京,李文学.迫导向转向架导向机构参数对动力学性能的影响[J].铁道车辆,2002,40(7):1-4.
[11]丁军君,孙树磊,李芾,等.车轮滚动接触疲劳与磨耗耦合关系数值模拟[J].机械工程学报,2012,48(16):86-90.
[12]金学松,刘启跃.轮轨摩擦学[M].北京:中国铁道出版社,2004.
[13]卜继玲.主动悬挂摆式列车组运行性能的研究[D].成都:西南交通大学,2001.
[14]NIELSEN J C O, JOHANSSON A, VERNERSSON T. Train-track interactionandmechanismsofirregularwearonwheelandrail surfaces[J].VehicleSystemDynamics,2003,40(1/2/3):3-54.
[15]SIMSON SA,COLE C. Simulation of active steering control forcurvingundertractioninhaulinglocomotives[J].Vehicle System Dynamics,2011,49(3):481-500.
[16]黎琳,沈钢.地铁车辆转向架导向性能的评价方法及目标值[J].城市轨道交通研究,2013,16(12):32-36.
[17]黄运华,李芾,傅茂海,等. 120 km/h B型地铁车辆动力学性能研究[J].机车电传动,2009(5):27-29.
[18]中华人民共和国建设部.地铁设计规范:GB 50157—2013[S].北京:中国计划出版社,2003.
[19]TUNNA J,SINCLAIR J,PEREZ J. The development of a wheel wear and rolling contact fatigue model–RSSB report for task T549[R]. London:Rail Safety and Standards Board,2007.
[20]SAWLEY K. Rail side wear,track technology course[R].Derby:British Rail Research, 1993.
[21]张萌.北京地铁车辆车轮常见失效类型及其对策[J].铁道机车车辆,2013, 33(3):81-84.