副构架式径向转向架连接杆载荷谱研究
摘要
社会经济的发展对铁路货运的速度和运量都提出了越来越高的要求。在这种形势下,铁路货运向快速和重载方向发展。随着运量和轴重的增加,轮轨磨耗也随之加剧。因此,减小轮轨间的磨耗,改善货物列车曲线通过性能是亟待解决的课题。重载铁路货车采用径向转向架是降低轮轨磨耗的有效技术措施。鉴于此,我国在引进南非成熟的Scheffel转向架技术基础上,成功研制了转K7型副构架式自导向径向转向架,并在大秦线得到了小批量运用。
随着列车的提速和车辆轴重的增加,车辆结构部件的受载情况变得更加恶劣,导致车辆结构部件的某些部位产生较大的动态变形。在随机应力的长期作用下,承载结构从应变或应力较高的局部开始形成损伤并逐渐积累,当损伤达到一定程度,就会导致疲劳破坏,严重危及行车安全。副构架作为转K7型转向架的核心组件,其疲劳可靠性问题应受到高度关注。其中,除轴箱载荷外,副构架还将承受来自连接杆传递的前后轮对间水平相互作用,连接杆载荷谱是副构架结构疲劳设计及强度分析的重要输入数据。编制载荷谱是进行疲劳试验,疲劳寿命估计,疲劳强度评定的先决条件。
本文利用多体动力学软件SIMPACK建立了配备转K7型转向架的C80BF型敞车的动力学模型。对车辆模型进行了动力学性能分析,根据车辆系统动力学标准GB/T5599-1985,验证各项动力学性能指标符合标准。以动力学模型为基础,根据大秦铁路的线路特点,采用数值仿真的方法,编制了转K7型转向架连接杆的载荷谱,分析了曲线半径、欠超高和车辆轴重对连接杆的载荷均值和载荷幅值的影响。
计算结果表明：对于全程往返的连接杆载荷谱,其载荷均值最大值约为18kN,等于重车单程下连接杆的载荷均值的最大值；最大载荷幅值约为45kN,与重车单程下连接杆的最大载荷幅值相同。连接杆载荷循环次数在零均值附近且幅值范围在3kN到6kN内最多,随着载荷均值和幅值的增大,循环数大幅减少。在分析各参数对连接杆载荷均值和载荷幅值的影响中发现,连接杆载荷的均值和幅值随曲线半径的增大而减小,在小半径区域范围内,重车的连接杆载荷均值随着曲线半径的增大迅速减小；连接杆载荷的均值和幅值随曲线欠超高的增高而增大,相比空车,重车连接杆的载荷均值和幅值增幅较大；连接杆载荷均值随轴重的增加而缓慢增大,连接杆载荷幅值随轴重增加而增大。
Socio-economic development makes ever-increasing demands on the speed and volume of railway freight. In this situation, Chinese railway freight develops towards high speed and heavy haul. With the increase in traffic and axle load, wheel-rail wear also will be intensified.
Therefore, reducing wheel-rail wear and to improve curve-passing performance of freight trains are problems to be solved. Utilizing radial bogie for heavy haul railway truck is an effective technical measure to reduce wheel and rail wear. In view of this, basing on the introduction of South Africa's Scheffel Bogie on behalf of the mature bogie technology, China successfully developed the ZK7sub-framed self-steering radial bogie, which is applied in the Datong-Qinhuangdao railway line with small quantity.
With the increase in the speed and the axle load of train, the overload situation of the structural member of rolling stock becomes worse, resulting in a larger dynamic deformation in certain parts of the structural member. In the long-term effects of the random stress, the load-bearing structure began to accumulate damage from the part with higher stress and strain.
When the damage reaches a certain level, it will lead to fatigue failure, seriously endangering running safety of rolling stock. The fatigue reliability issues of sub-frame structure as core component of the ZK7bogie should be highly concerned. In addition to the axle box load, the sub-frame structure will withstand the horizontal-plane interaction passed by the link bars between the front and rear wheelset. The load spectrum of the link bar is important input data for fatigue design and strength analysis of the sub-frame structure. The preparation of the load spectrum is a prerequisite for fatigue tests, fatigue life estimation and fatigue strength assessment.
In this paper, dynamics model of CsoBF type gondola equipped with the ZK7type bogie was established in the multi-body dynamics software SIMPACK. Then, we had a dynamic performance analysis on the wagon model to verify that the dynamics performance indicators of the wagon model in line with vehicle system dynamics standard according to GB/T5599-1985.On the base of the wagon model, the load spectrum of the link bar of ZK7bogie was prepared by the method of numerical simulation, according to the features of the Datong-Qinhuangdao railway line. At last, we had an Analysis of the effect of curve radius, off-Balance Super elevation and axle load on mean load and load amplitude of the link bar.
The result is as follows. From the load spectrum of the link bar for round-trip, we can find that the maximum mean load is about18kN, which is equal to the maximum mean load of the load spectrum of the link bar for, one-way in condition of loaded wagon. The maximum load amplitude of the load spectrum for round-trip is about45kN, which is equal to the maximum load of the load spectrum for, one-way in condition of loaded wagon. The number of load cycles is up to the maximum in the vicinity of the zero-mean and amplitude range up to3kN to6kN.As the load mean value and the amplitude increases, the number of load cycles substantially reduced. In the analysis of various parameters on the mean load and load amplitude of the link bar, it indicates that the mean load and the load amplitude decrease with the increase of the radius of the curve. Within small radius of the curve, the mean load of the link bar in loaded wagon condition decreases rapidly with the increase of the radius of the curve. The mean load and the load amplitude increase with the increase of off-Balance Super elevation. Compared to results in empty car situation mean load and load amplitude of link bar increased considerably. The mean load increases slowly with the increase in axle load and the load amplitude increases with the increase in axle load.
随着列车的提速和车辆轴重的增加,车辆结构部件的受载情况变得更加恶劣,导致车辆结构部件的某些部位产生较大的动态变形。在随机应力的长期作用下,承载结构从应变或应力较高的局部开始形成损伤并逐渐积累,当损伤达到一定程度,就会导致疲劳破坏,严重危及行车安全。副构架作为转K7型转向架的核心组件,其疲劳可靠性问题应受到高度关注。其中,除轴箱载荷外,副构架还将承受来自连接杆传递的前后轮对间水平相互作用,连接杆载荷谱是副构架结构疲劳设计及强度分析的重要输入数据。编制载荷谱是进行疲劳试验,疲劳寿命估计,疲劳强度评定的先决条件。
本文利用多体动力学软件SIMPACK建立了配备转K7型转向架的C80BF型敞车的动力学模型。对车辆模型进行了动力学性能分析,根据车辆系统动力学标准GB/T5599-1985,验证各项动力学性能指标符合标准。以动力学模型为基础,根据大秦铁路的线路特点,采用数值仿真的方法,编制了转K7型转向架连接杆的载荷谱,分析了曲线半径、欠超高和车辆轴重对连接杆的载荷均值和载荷幅值的影响。
计算结果表明：对于全程往返的连接杆载荷谱,其载荷均值最大值约为18kN,等于重车单程下连接杆的载荷均值的最大值；最大载荷幅值约为45kN,与重车单程下连接杆的最大载荷幅值相同。连接杆载荷循环次数在零均值附近且幅值范围在3kN到6kN内最多,随着载荷均值和幅值的增大,循环数大幅减少。在分析各参数对连接杆载荷均值和载荷幅值的影响中发现,连接杆载荷的均值和幅值随曲线半径的增大而减小,在小半径区域范围内,重车的连接杆载荷均值随着曲线半径的增大迅速减小；连接杆载荷的均值和幅值随曲线欠超高的增高而增大,相比空车,重车连接杆的载荷均值和幅值增幅较大；连接杆载荷均值随轴重的增加而缓慢增大,连接杆载荷幅值随轴重增加而增大。
Socio-economic development makes ever-increasing demands on the speed and volume of railway freight. In this situation, Chinese railway freight develops towards high speed and heavy haul. With the increase in traffic and axle load, wheel-rail wear also will be intensified.
Therefore, reducing wheel-rail wear and to improve curve-passing performance of freight trains are problems to be solved. Utilizing radial bogie for heavy haul railway truck is an effective technical measure to reduce wheel and rail wear. In view of this, basing on the introduction of South Africa's Scheffel Bogie on behalf of the mature bogie technology, China successfully developed the ZK7sub-framed self-steering radial bogie, which is applied in the Datong-Qinhuangdao railway line with small quantity.
With the increase in the speed and the axle load of train, the overload situation of the structural member of rolling stock becomes worse, resulting in a larger dynamic deformation in certain parts of the structural member. In the long-term effects of the random stress, the load-bearing structure began to accumulate damage from the part with higher stress and strain.
When the damage reaches a certain level, it will lead to fatigue failure, seriously endangering running safety of rolling stock. The fatigue reliability issues of sub-frame structure as core component of the ZK7bogie should be highly concerned. In addition to the axle box load, the sub-frame structure will withstand the horizontal-plane interaction passed by the link bars between the front and rear wheelset. The load spectrum of the link bar is important input data for fatigue design and strength analysis of the sub-frame structure. The preparation of the load spectrum is a prerequisite for fatigue tests, fatigue life estimation and fatigue strength assessment.
In this paper, dynamics model of CsoBF type gondola equipped with the ZK7type bogie was established in the multi-body dynamics software SIMPACK. Then, we had a dynamic performance analysis on the wagon model to verify that the dynamics performance indicators of the wagon model in line with vehicle system dynamics standard according to GB/T5599-1985.On the base of the wagon model, the load spectrum of the link bar of ZK7bogie was prepared by the method of numerical simulation, according to the features of the Datong-Qinhuangdao railway line. At last, we had an Analysis of the effect of curve radius, off-Balance Super elevation and axle load on mean load and load amplitude of the link bar.
The result is as follows. From the load spectrum of the link bar for round-trip, we can find that the maximum mean load is about18kN, which is equal to the maximum mean load of the load spectrum of the link bar for, one-way in condition of loaded wagon. The maximum load amplitude of the load spectrum for round-trip is about45kN, which is equal to the maximum load of the load spectrum for, one-way in condition of loaded wagon. The number of load cycles is up to the maximum in the vicinity of the zero-mean and amplitude range up to3kN to6kN.As the load mean value and the amplitude increases, the number of load cycles substantially reduced. In the analysis of various parameters on the mean load and load amplitude of the link bar, it indicates that the mean load and the load amplitude decrease with the increase of the radius of the curve. Within small radius of the curve, the mean load of the link bar in loaded wagon condition decreases rapidly with the increase of the radius of the curve. The mean load and the load amplitude increase with the increase of off-Balance Super elevation. Compared to results in empty car situation mean load and load amplitude of link bar increased considerably. The mean load increases slowly with the increase in axle load and the load amplitude increases with the increase in axle load.
引文
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