CN105354384A - Optimal design method of motor car group wheel tread - Google Patents
Optimal design method of motor car group wheel tread Download PDFInfo
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- CN105354384A CN105354384A CN201510765580.8A CN201510765580A CN105354384A CN 105354384 A CN105354384 A CN 105354384A CN 201510765580 A CN201510765580 A CN 201510765580A CN 105354384 A CN105354384 A CN 105354384A
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Abstract
The invention provides an optimal design method of a motor car group wheel tread, and belongs to the technical field of the high-speed vehicle of a railway. The optimal design method can effectively solve the problem that the original wheel tread of a CRH3 (China Railway High-Speed) type motor car group has a poor adaptive capability on the profile shape change of a steel rail. The optimal design method comprises the following steps: firstly, the profile shape of a common working area of the wheel tread is selected to be optimized so as to cause the wheel tread to basically coincide with an original wheel tread; secondly, in order to lower the throat root circle inclination of the wheel tread, the optimized rim thickness d8 of the wheel tread is determined to be 32.5mm to adapt to a situation that no overlarge equivalent conicity is always generated when the wheel tread is matched with the unpolished steel rail of which the rail shoulder is extruded, and the capability of the wheel tread on adapting to the unpolished steel rail is improved; and thirdly, the inclination of the outer end of the wheel tread is improved, the optimized inclination of the straight-line segment CD of the outer end of the wheel tread is determined as 1:20 so as to adapt to a situation that the too small equivalent conicity is unlikely to generated when the wheel tread is matched with the excessively polished steel rail, and the capability of the wheel tread on adapting to the excessively polished steel rail is improved. The optimal design method is mainly used for producing the CRH3 type motor car group wheel.
Description
Technical field
The invention belongs to railway high speed bogie of car technical field, particularly relate to the wheel tread optimal design of CRH3 type bogie.
Background technology
The Equivalent conicity of high-speed railway wheel-rail contact relationship especially wheel tread is very large on the impact of the dynamic performance of rail truck: when wheel tread Equivalent conicity is excessive, easily there is secondary Snakes model in vehicle, when wheel tread Equivalent conicity is too small, easily there is a Snakes model in vehicle.Vehicle Snakes model constitutes a threat to traffic safety on the one hand, has a strong impact on ride quality on the other hand.
Equivalent conicity and Wheel/Rail Contact Point position distribution have much relations: when Wheel/Rail Contact Point is distributed to wheel rim root, just easily produce large Equivalent conicity; When Wheel/Rail Contact Point is distributed to wheel tread outer end, just easily produce little Equivalent conicity.
The distributing position of Wheel/Rail Contact Point and wheel tread shape and rail profile closely related.
At present, what China railways generally adopted is CH60 rail, but due to a variety of causes, the profile of steel rail on actual track off-gauge outline shape: if steel rail grinding not in time, the rail shoulder of rail is just easily outstanding; If steel rail grinding is excessive, the rail shoulder of rail just easily sinks.At present, the wheel tread shape that CRH3 type motor train unit adopts is that Siemens Company provides (being called for short original car wheel tread), and the wheel rim root gradient of this original car wheel tread is too large and the gradient of wheel tread outer end is too little.
When original car wheel tread and rail take on outstanding and rail that is that do not polish mate time, Wheel/Rail Contact Point concentrates on wheel rim root, and the wheel tread gradient in this region greatly, very easily produces large Equivalent conicity, and then easily causes vehicle secondary Snakes model.When original car wheel tread mates with excessive rail grinding, Wheel/Rail Contact Point concentrates on wheel tread outer end, and the wheel tread gradient in this region is little, very easily produces little Equivalent conicity, and then easily causes vehicle Snakes model.Therefore the profile change of original car wheel tread to rail of CRH3 type motor train unit is very responsive, poor to the adaptive faculty of circuit.
A kind of the gordian technique that of CRH3 type motor train unit has important value is become to the stronger wheel tread shape of profile of steel rail change adaptive faculty so design.
Summary of the invention
The object of this invention is to provide a kind of tread Optimization Design of motor train unit wheel, it effectively can solve CRH3 type motor train unit original car wheel tread and change the poor problem of adaptive faculty to profile of steel rail.
Object of the present invention is achieved through the following technical solutions: a kind of tread Optimization Design of motor train unit wheel, improvement design is carried out on the basis of original car wheel tread, first, by a large amount of Wheel/rail Match l-G simulation tests, find out the wheel-rail contact relationship that wheel tread mates from different profile of steel rail, analyzed by wheel-rail contact relationship, find wheel tread to commonly use workspace, the profile selecting optimization wheel tread to commonly use workspace (-15mm ~ 15mm) overlaps substantially with original car wheel tread; Second, for improving wheel tread to the adaptive faculty of non-rail grinding, wheel tread larynx root circle gradient need be reduced: therefore the flange thickness d8 optimizing wheel tread is defined as 32.5mm, the gradient of wheel rim root can be reduced like this, with adapt to optimize wheel tread and rail take on give prominence to and the rail of not polishing mates time, also not easily produce excessive Equivalent conicity; 3rd, for improving wheel tread to the adaptive faculty of excessive rail grinding, the gradient of wheel tread outer end need be improved: therefore the gradient optimizing wheel tread outer end straight-line segment CD is defined as 1:20, with adapt to optimize wheel tread mate with excessive rail grinding time, also not easily produce too small Equivalent conicity.
Namely specific practice optimizes being described below of each unique point of wheel tread:
(1), determine coordinate system OXY, O is true origin, OX and OY is coordinate axis, and OX axle is for optimizing wheel tread baseline;
(2), from a D (d5,0) draw straight-line segment DC, gradient is L1, and horizontal projection length is d4;
(3), draw straight-line segment CB, gradient is L2, and horizontal projection length is d3;
(4), drawing straight-line segment BA is the chamfering of d1xd2;
(5), with D point for the circular arc DE that radius is R1 is drawn at point of contact, its horizontal projection length is that d6, DE and Y-axis intersect at O1 point;
(6), the outline line ABCDE drawn is moved to initial point O from intersection point O1 is vertical;
(7), with the circular arc EF that E point is R2 for point of contact picture radius;
(8), with the center of circle of circular arc EF draw the circle that radius is R2-R3, drawing radius with an O2 (-d11+d8, d7) for the center of circle is the circle of R3, and two circles give O3 point, then with O
3point is for drawing the circular arc FG that radius is R3 in the center of circle;
(9), draw tangent with circular arc FG and become the straight-line segment GH of a angle with X-axis;
(10), from the straight-line segment KL that one, a L (-d11,0) picture is vertical with X-axis;
(11), drawing radius with an O4 (-d11+d10, d9-R5) for the center of circle is the circular arc IJ of R5;
(12) be, with R4 radius, draw the circular arc HI tangent with straight line GH and circular arc IJ;
(13) be, with R6 radius, draw the circular arc JK tangent with straight line KL and circular arc IJ;
(14) the outline line ABCDEFGHIJKL that each unique point that, is linked in sequence draws is the profile optimizing wheel tread.
The design parameter of each unique point is: L1=1:20, L2=1:15, R1=305mm, R2=160mm, R3=15.5mm, R4=20mm, R5=10mm, R6=25mm, a=70 °, d1=5mm, d2=5mm, d3=30mm, d4=23mm, d5=7mm, d6=16mm, d7=10mm, d8=32.5mm, d9=28mm, d10=16mm, d11=70mm.
The present invention's advantage compared with prior art and good effect as follows:
1, the profile optimizing the conventional workspace (-15mm ~ 15mm) of wheel tread overlaps substantially with original tread, guarantees to optimize the normal operation performance that wheel tread does not affect CRH3 type series motor train unit.
2, the flange thickness optimizing wheel tread reduces 2mm than the flange thickness of original car wheel tread, reduce the gradient of wheel rim root simultaneously, even if it and rail take on outstanding and rail that is that do not polish mates time, also not easily produce excessive Equivalent conicity, improve the adaptive faculty of wheel tread to non-rail grinding.Meanwhile, the dynamics problem that vehicle secondary Snakes model brings can be alleviated.
3, the gradient optimizing wheel tread outer end straight-line segment CD increases one times than the gradient at this position of original car wheel tread.Even if when it mates with excessive rail grinding, also not easily produce too small Equivalent conicity, improve the adaptive faculty of wheel tread to excessive rail grinding.Meanwhile, the dynamics problem that vehicle Snakes model brings can be alleviated.
Wheel tread optimized by table 1 and original car wheel tread key parameter contrasts
| Wheel tread | Flange thickness d8 | Outer end gradient L1 |
| Original car wheel tread | 34.5 | 1:40 |
| Optimize wheel tread | 32.5 | 1:20 |
Accompanying drawing explanation
Fig. 1 optimizes the method for designing schematic diagram of wheel tread
Fig. 2 optimizes wheel tread and original car wheel tread contrasts schematic diagram
Wheel-rail contact relationship schematic diagram when Fig. 3 wheel tread mates with standard rail
Wheel-rail contact relationship schematic diagram when outstanding non-rail grinding mates takeed on by Fig. 4 wheel tread and rail
Wheel-rail contact relationship schematic diagram when Fig. 5 wheel tread mates with excessive rail grinding
Equivalent conicity schematic diagram when Fig. 6 original car wheel tread mates from different profile rail
Fig. 7 optimizes Equivalent conicity schematic diagram when wheel tread mates from different profile rail
The different profile of steel rail schematic diagram of Fig. 8 actual track
Embodiment
Improvement design is carried out on the basis of original car wheel tread, first, by a large amount of Wheel/rail Match l-G simulation tests, find out the wheel-rail contact relationship that wheel tread mates from different profile of steel rail, analyzed by wheel-rail contact relationship, find wheel tread to commonly use workspace, the profile selecting optimization wheel tread to commonly use workspace (-15mm ~ 15mm) overlaps substantially with original car wheel tread; Second, for improving wheel tread to the adaptive faculty of non-rail grinding, wheel tread larynx root circle gradient need be reduced: therefore the flange thickness d8 optimizing wheel tread is defined as 32.5mm, the gradient of wheel rim root can be reduced like this, with adapt to optimize wheel tread and rail take on give prominence to and the rail of not polishing mates time, also not easily produce excessive Equivalent conicity; 3rd, for improving wheel tread to the adaptive faculty of excessive rail grinding, the gradient of wheel tread outer end need be improved: therefore the gradient optimizing wheel tread outer end straight-line segment CD is defined as 1:20, with adapt to optimize wheel tread mate with excessive rail grinding time, also not easily produce too small Equivalent conicity.
Namely specific practice optimizes being described below of each unique point of wheel tread:
(1), determine coordinate system OXY, O is true origin, OX and OY is coordinate axis, and OX axle is for optimizing wheel tread baseline;
(2), from a D (d5,0) draw straight-line segment DC, gradient is L1, and horizontal projection length is d4;
(3), draw straight-line segment CB, gradient is L2, and horizontal projection length is d3;
(4), drawing straight-line segment BA is the chamfering of d1xd2;
(5), with D point for the circular arc DE that radius is R1 is drawn at point of contact, its horizontal projection length is that d6, DE and Y-axis intersect at O1 point;
(6), the outline line ABCDE drawn is moved to initial point O from intersection point O1 is vertical;
(7), with the circular arc EF that E point is R2 for point of contact picture radius;
(8), with the center of circle of circular arc EF draw the circle that radius is R2-R3, drawing radius with an O2 (-d11+d8, d7) for the center of circle is the circle of R3, and two circles give O3 point, then with O
3point is for drawing the circular arc FG that radius is R3 in the center of circle;
(9), draw tangent with circular arc FG and become the straight-line segment GH of a angle with X-axis;
(10), from the straight-line segment KL that one, a L (-d11,0) picture is vertical with X-axis;
(11), drawing radius with an O4 (-d11+d10, d9-R5) for the center of circle is the circular arc IJ of R5;
(12) be, with R4 radius, draw the circular arc HI tangent with straight line GH and circular arc IJ;
(13) be, with R6 radius, draw the circular arc JK tangent with straight line KL and circular arc IJ;
(14) the outline line ABCDEFGHIJKL that each unique point that, is linked in sequence draws is the profile optimizing wheel tread.
Each unique point design parameter is: L1=1:20, L2=1:15, R1=305mm, R2=160mm, R3=15.5mm, R4=20mm, R5=10mm, R6=25mm, a=70 °, d1=5mm, d2=5mm, d3=30mm, d4=23mm, d5=7mm, d6=16mm, d7=10mm, d8=32.5mm, d9=28mm, d10=16mm, d11=70mm.
Claims (2)
1. a tread Optimization Design for motor train unit wheel, step is as follows: first, and the profile selecting optimization wheel tread to commonly use workspace overlaps substantially with original car wheel tread; Second, for improving wheel tread to the adaptive faculty of non-rail grinding, wheel tread larynx root circle gradient need be reduced: therefore the flange thickness d8 optimizing wheel tread is defined as 32.5mm, the gradient of wheel rim root can be reduced like this, with adapt to optimize wheel tread and rail take on give prominence to and the rail of not polishing mates time, also not easily produce excessive Equivalent conicity; 3rd, for improving wheel tread to the adaptive faculty of excessive rail grinding, the gradient of wheel tread outer end need be improved: therefore the gradient optimizing wheel tread outer end straight-line segment CD is defined as 1:20, with adapt to optimize wheel tread mate with excessive rail grinding time, also not easily produce too small Equivalent conicity;
Namely specific practice optimizes being described below of each unique point of wheel tread:
(1), determine coordinate system OXY, O is true origin, OX and OY is coordinate axis, and OX axle is for optimizing wheel tread baseline;
(2), from a D (d5,0) draw straight-line segment DC, gradient is L1, and horizontal projection length is d4;
(3), draw straight-line segment CB, gradient is L2, and horizontal projection length is d3;
(4), drawing straight-line segment BA is the chamfering of d1xd2;
(5), with D point for the circular arc DE that radius is R1 is drawn at point of contact, its horizontal projection length is that d6, DE and Y-axis intersect at O1 point;
(6), the outline line ABCDE drawn is moved to initial point O from intersection point O1 is vertical;
(7), with the circular arc EF that E point is R2 for point of contact picture radius;
(8), with the center of circle of circular arc EF draw the circle that radius is R2-R3, drawing radius with an O2 (-d11+d8, d7) for the center of circle is the circle of R3, and two circles give O3 point, then with O
3point is for drawing the circular arc FG that radius is R3 in the center of circle;
(9), draw tangent with circular arc FG and become the straight-line segment GH of a angle with X-axis;
(10), from the straight-line segment KL that one, a L (-d11,0) picture is vertical with X-axis;
(11), drawing radius with an O4 (-d11+d10, d9-R5) for the center of circle is the circular arc IJ of R5;
(12) be, with R4 radius, draw the circular arc HI tangent with straight line GH and circular arc IJ;
(13) be, with R6 radius, draw the circular arc JK tangent with straight line KL and circular arc IJ;
(14) the outline line ABCDEFGHIJKL that each unique point that, is linked in sequence draws is the profile optimizing wheel tread.
2. the tread Optimization Design of a kind of motor train unit wheel according to claim 1, is characterized in that: the design parameter of described each unique point is: L1=1:20, L2=1:15, R1=305mm, R2=160mm, R3=15.5mm, R4=20mm, R5=10mm, R6=25mm, a=70 °, d1=5mm, d2=5mm, d3=30mm, d4=23mm, d5=7mm, d6=16mm, d7=10mm, d8=32.5mm, d9=28mm, d10=16mm, d11=70mm.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201510765580.8A CN105354384B (en) | 2015-11-11 | 2015-11-11 | A kind of tyre tread optimum design method of EMU wheel |
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| CN201510765580.8A CN105354384B (en) | 2015-11-11 | 2015-11-11 | A kind of tyre tread optimum design method of EMU wheel |
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| CN105354384B CN105354384B (en) | 2019-04-12 |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105480013A (en) * | 2015-12-23 | 2016-04-13 | 长春轨道客车股份有限公司 | Novel wheel tread structure of high-speed motor train unit |
| CN106112698A (en) * | 2016-06-22 | 2016-11-16 | 广汉快速铁路设备有限公司 | The method of non-pulling wheel lathe wheel processing front and rear profile circumference accuracy detection |
| CN109484429A (en) * | 2018-12-03 | 2019-03-19 | 中车长春轨道客车股份有限公司 | A kind of novel high speed wheel tread structure suitable for extremely frigid zones broad gauge |
| CN109910942A (en) * | 2019-04-03 | 2019-06-21 | 北京承乾润华机电设备有限公司 | A kind of wheeling edge wearing closed loop management system and method |
| CN110979377A (en) * | 2019-11-18 | 2020-04-10 | 中车青岛四方机车车辆股份有限公司 | Wheel tread, wheel, variable-track-pitch steering system and vehicle |
| CN115284785A (en) * | 2022-07-20 | 2022-11-04 | 西南交通大学 | Tread optimization design method for tramcar wheel |
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| EP0557102A1 (en) * | 1992-02-21 | 1993-08-25 | Sumitomo Rubber Industries Limited | Pneumatic tyre |
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2015
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Patent Citations (4)
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| EP0557102A1 (en) * | 1992-02-21 | 1993-08-25 | Sumitomo Rubber Industries Limited | Pneumatic tyre |
| CN101117127A (en) * | 2007-08-21 | 2008-02-06 | 西南交通大学 | Method for describing railway wheeltrack spacing dynamic connecting state |
| CN102279897A (en) * | 2010-06-10 | 2011-12-14 | 同济大学 | Method for designing wheel tread profile of railway vehicle based on wheel diameter difference curve |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105480013A (en) * | 2015-12-23 | 2016-04-13 | 长春轨道客车股份有限公司 | Novel wheel tread structure of high-speed motor train unit |
| CN106112698A (en) * | 2016-06-22 | 2016-11-16 | 广汉快速铁路设备有限公司 | The method of non-pulling wheel lathe wheel processing front and rear profile circumference accuracy detection |
| CN109484429A (en) * | 2018-12-03 | 2019-03-19 | 中车长春轨道客车股份有限公司 | A kind of novel high speed wheel tread structure suitable for extremely frigid zones broad gauge |
| CN109484429B (en) * | 2018-12-03 | 2021-11-23 | 中车长春轨道客车股份有限公司 | High-speed wheel tread structure suitable for wide rail in alpine region |
| CN109910942A (en) * | 2019-04-03 | 2019-06-21 | 北京承乾润华机电设备有限公司 | A kind of wheeling edge wearing closed loop management system and method |
| CN110979377A (en) * | 2019-11-18 | 2020-04-10 | 中车青岛四方机车车辆股份有限公司 | Wheel tread, wheel, variable-track-pitch steering system and vehicle |
| CN115284785A (en) * | 2022-07-20 | 2022-11-04 | 西南交通大学 | Tread optimization design method for tramcar wheel |
| CN115284785B (en) * | 2022-07-20 | 2024-04-05 | 西南交通大学 | Tramcar wheel tread optimization design method |
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