CN105354384B - A kind of tyre tread optimum design method of EMU wheel - Google Patents
A kind of tyre tread optimum design method of EMU wheel Download PDFInfo
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- CN105354384B CN105354384B CN201510765580.8A CN201510765580A CN105354384B CN 105354384 B CN105354384 B CN 105354384B CN 201510765580 A CN201510765580 A CN 201510765580A CN 105354384 B CN105354384 B CN 105354384B
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Abstract
The present invention provides a kind of tyre tread optimum design methods of EMU wheel, belong to railway high speed bogie of car technical field.It can efficiently solve the original wheel tread of the CRH3 type EMU problem poor to profile of steel rail variation adaptability.Firstly, selection optimization wheel tread is often essentially coincided with the profile of workspace and original wheel tread；Second, in order to which wheel tread larynx root circle gradient is reduced, therefore the flange thickness d8 for optimizing wheel tread is determined as 32.5mm, when matching to adapt to the rail that it goes out with rail shoulder and does not polish, it is not easy to produce excessive Equivalent conicity, improves wheel tread to the adaptability of non-rail grinding.Third, the gradient of wheel tread outer end is improved, therefore the gradient for optimizing wheel tread outer end straightway CD is determined as 1:20, when being matched with adapting to it with excessive rail grinding, it is not easy to produce too small Equivalent conicity, improves wheel tread to the adaptability of excessive rail grinding.It is mainly used for the production of CRH3 type EMU car wheel.
Description
Technical field
The invention belongs to the wheel tread of railway high speed bogie of car technical field more particularly to CRH3 type bogie is excellent
Change design.
Background technique
Dynamic performance shadow of the Equivalent conicity of high-speed railway wheel-rail contact relationship especially wheel tread to rail truck
Sound is very big: when wheel tread Equivalent conicity is excessive, vehicle is easy to happen secondary Snakes model, when wheel tread Equivalent conicity mistake
Hour, vehicle is easy to happen a Snakes model.On the one hand vehicle Snakes model constitutes a threat to traffic safety, on the other hand tight
Ghost image rings riding comfort.
Equivalent conicity and Wheel/Rail Contact Point position distribution have much relations: when Wheel/Rail Contact Point is distributed to wheel rim root,
It is easy for generating big Equivalent conicity；When Wheel/Rail Contact Point is distributed to wheel tread outer end, it is easy for generating small equivalent cone
Degree.
The distributing position of Wheel/Rail Contact Point and wheel tread shape and rail profile are closely related.
Currently, what China railways generallyd use is CH60 rail, but due to various reasons, the profile of steel rail on actual track
And off-gauge outline shape: if steel rail grinding is not in time, the rail shoulder of rail is easy for protruding；If steel rail grinding is excessive,
The rail shoulder of rail is easy for.Currently, the wheel tread shape that CRH3 type EMU uses is that Siemens Company provides (letter
Claim original wheel tread), the wheel rim root gradient of the original wheel tread is too big and the gradient of wheel tread outer end is too small.
When the rail that do not polish when original wheel tread goes out with rail shoulder matches, Wheel/Rail Contact Point concentrates on wheel rim root
The wheel tread gradient in portion, the region is big, easily generates big Equivalent conicity, and then easily causes vehicle secondary Snakes model.
When original wheel tread is matched with excessive rail grinding, Wheel/Rail Contact Point concentrates on wheel tread outer end, the wheel in the region
Tyre tread gradient is small, easily generates small Equivalent conicity, and then easily causes Snakes model of vehicle.Therefore CRH3 type EMU
Original wheel tread it is very sensitive to the variation of the profile of rail, it is poor to the adaptability of route.
So designing a kind of pair of profile of steel rail variation stronger wheel tread shape of adaptability has become CRH3 type motor-car
Key technology of one of group with important value.
Summary of the invention
The object of the present invention is to provide a kind of tyre tread optimum design methods of EMU wheel, it can efficiently solve CRH3
The original wheel tread of the type EMU problem poor to profile of steel rail variation adaptability.
What the purpose of the present invention was achieved through the following technical solutions: a kind of tyre tread optimization design side of EMU wheel
Method carries out improvement design on the basis of original wheel tread, firstly, finding out vehicle by a large amount of Wheel/rail Match l-G simulation test
Wheel tread and the matched wheel-rail contact relationship of different profile of steel rail, are analyzed by wheel-rail contact relationship, and it is common to find wheel tread
Workspace, selection optimization wheel tread are often essentially coincided with the profile of workspace (- 15mm~15mm) with original wheel tread；The
Two, to improve wheel tread to the adaptability of non-rail grinding, wheel tread larynx root circle gradient need to be reduced: therefore vehicle will be optimized
The flange thickness d8 of wheel tread is determined as 32.5mm, can reduce the gradient of wheel rim root in this way, to adapt to optimization wheel tread
When the rail for going out with rail shoulder and not polishing matches, it is not easy to produce excessive Equivalent conicity；Third, to improve wheel tread pair
The adaptability of excessive rail grinding, need to improve the gradient of wheel tread outer end: therefore wheel tread outer end straightway will be optimized
The gradient of CD is determined as 1:20, when being matched with adapting to optimization wheel tread with excessive rail grinding, is not easy to produce too small etc.
Imitate taper.
Specific practice is being described as follows for each characteristic point of optimization wheel tread:
(1), determine that coordinate system OXY, O are coordinate origin, OX and OY are reference axis, and OX axis is optimization wheel tread baseline；
(2), straightway DC, gradient L1 are drawn from point D (d5,0), floor projection length is d4；
(3), straightway CB, gradient L2 are drawn, floor projection length is d3；
(4), the chamfering that straightway BA is d1xd2 is drawn, d1 is the vertical length of chamfering, and d2 is the lateral length of chamfering；
(5), radius is drawn by point of contact of D point as the circular arc DE of R1, floor projection length is d6, and DE and Y-axis intersect at O1
Point；
(6) the contour line ABCDE drawn, is moved to origin O from intersection point O1 is vertical；
(7), radius is drawn by point of contact of E point as the circular arc EF of R2；
(8) it is R3 that, the circle for being R2-R3 with the center of circle picture radius of circular arc EF, which is center of circle picture radius with point O2 (- d11+d8, d7),
Circle, two circles give O3 point, then with O3Point is the circular arc FG that the center of circle draws that radius is R3, and d11 is nominal rolling circle distance wheel back
Between lateral distance；
(9), draw with circular arc FG it is tangent and with X-axis at the straightway GH of a angle；
(10), a straightway KL vertical with X-axis is drawn from point L (- d11,0)；
(11), with point O4 (- d11+d10, d9-R5) be the center of circle draw radius be R5 circular arc IJ, d9 be flange height, d10 is
Lateral distance between wheel rim apogee distance wheel back；
(12), using R4 as radius, draw and straight line GH and circular arc IJ tangent circular arc HI；
(13), using R6 as radius, draw and straight line KL and circular arc IJ tangent circular arc JK；
(14) the contour line ABCDEFGHIJKL that each characteristic point is drawn that, is linked in sequence is the shape for optimizing wheel tread.
The design parameter of each characteristic point are as follows: 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 compared with prior art the advantages of and good effect it is as follows:
1, the shape for optimizing the common workspace (- 15mm~15mm) of wheel tread is essentially coincided with original tyre tread, it is ensured that
Optimization wheel tread does not influence the normal operation performance of CRH3 type series EMU.
2, the flange thickness for optimizing wheel tread reduces 2mm than the flange thickness of original wheel tread, reduces simultaneously
The gradient of wheel rim root is not easy to produce excessive Equivalent conicity even if the rail that it goes out with rail shoulder and does not polish matches,
Wheel tread is improved to the adaptability of non-rail grinding.Meanwhile it can be relieved vehicle secondary Snakes model bring dynamics
Problem.
3, the gradient for optimizing wheel tread outer end straightway CD increases one times than the gradient at the original wheel tread position.
Even if it is matched with excessive rail grinding, it is not easy to produce too small Equivalent conicity, improves wheel tread to excessive polishing
The adaptability of rail.Meanwhile it can be relieved Snakes model bring dynamics problem of vehicle.
Table 1 optimizes wheel tread and original wheel tread key parameter compares
| Wheel tread | Flange thickness d8 | Outer end gradient L1 |
| Original wheel tread | 34.5 | 1:40 |
| Optimize wheel tread | 32.5 | 1:20 |
Detailed description of the invention
The design method schematic diagram of Fig. 1 optimization wheel tread
Fig. 2 optimizes wheel tread and original wheel tread contrast schematic diagram
Wheel-rail contact relationship schematic diagram when Fig. 3 wheel tread is matched with standard rail
Fig. 4 wheel tread goes out wheel-rail contact relationship schematic diagram when non-rail grinding matches with rail shoulder
Wheel-rail contact relationship schematic diagram when Fig. 5 wheel tread is matched with excessive rail grinding
Equivalent conicity schematic diagram when the original wheel tread of Fig. 6 is matched from different profile rail
Equivalent conicity schematic diagram when Fig. 7 optimization wheel tread is matched from different profile rail
Fig. 8 actual track difference profile of steel rail schematic diagram
Specific embodiment
Improvement design is carried out on the basis of original wheel tread, firstly, looking for by a large amount of Wheel/rail Match l-G simulation test
Wheel tread and the matched wheel-rail contact relationship of different profile of steel rail out, are analyzed by wheel-rail contact relationship, find wheel tread
Common workspace, selection optimization wheel tread are often essentially coincided with workspace -15mm~15mm profile and original wheel tread；
Second, to improve wheel tread to the adaptability of non-rail grinding, wheel tread larynx root circle gradient need to be reduced: therefore will optimization
The flange thickness d8 of wheel tread is determined as 32.5mm, can reduce the gradient of wheel rim root in this way, to adapt to optimization wheel pedal
When the rail that face goes out with rail shoulder and do not polish matches, it is not easy to produce excessive Equivalent conicity；Third, to improve wheel tread
To the adaptability of excessive rail grinding, the gradient of wheel tread outer end need to be improved: therefore wheel tread outer end straight line will be optimized
The gradient of section CD is determined as 1:20, when being matched with adapting to optimization wheel tread with excessive rail grinding, is not easy to produce too small
Equivalent conicity.
Specific practice is being described as follows for each characteristic point of optimization wheel tread:
(1), determine that coordinate system OXY, O are coordinate origin, OX and OY are reference axis, and OX axis is optimization wheel tread baseline；
(2), straightway DC, gradient L1 are drawn from point D (d5,0), floor projection length is d4；
(3), straightway CB, gradient L2 are drawn, floor projection length is d3；
(4), the chamfering that straightway BA is d1xd2 is drawn, d1 is the vertical length of chamfering, and d2 is the lateral length of chamfering；
(5), radius is drawn by point of contact of D point as the circular arc DE of R1, floor projection length is d6, and DE and Y-axis intersect at O1
Point；
(6), the contour line ABCDE drawn is moved to origin O from intersection point O1 is vertical；
(7), radius is drawn by point of contact of E point as the circular arc EF of R2；
(8), radius is drawn as the circle of R2-R3 with the center of circle of circular arc EF, is that center of circle picture radius is with point O2 (- d11+d8, d7)
The circle of R3, two circles give O3 point, then with O3Point is the circular arc FG that the center of circle draws that radius is R3, and d11 is nominal rolling circle distance wheel back
Between lateral distance；
(9), draw with circular arc FG it is tangent and with X-axis at the straightway GH of a angle；
(10), a straightway KL vertical with X-axis is drawn from point L (- d11,0)；
(11), with point O4 (- d11+d10, d9-R5) be the center of circle draw radius be R5 circular arc IJ, d9 be flange height, d10
It is the lateral distance between wheel rim apogee distance wheel back；
(12), it using R4 as radius, draws and straight line GH and circular arc IJ tangent circular arc HI；
(13), it using R6 as radius, draws and straight line KL and circular arc IJ tangent circular arc JK；
(14), the contour line ABCDEFGHIJKL that each characteristic point is drawn that is linked in sequence is the shape for optimizing wheel tread.
Each characteristic point design parameter are as follows: 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 kind of tyre tread optimum design method of EMU wheel, steps are as follows: firstly, selection optimization wheel tread commonly uses work
Area -15mm~+15mm profile is overlapped with original wheel tread；Second, to improve adaptation of the wheel tread to non-rail grinding
Ability need to reduce wheel tread larynx root circle gradient: therefore the flange thickness d8 for optimizing wheel tread is determined as 32.5mm, in this way
The gradient of wheel rim root can be reduced, when matching to adapt to the rail that optimization wheel tread goes out with rail shoulder and do not polish, also not
It is also easy to produce excessive Equivalent conicity；Third is raising wheel tread to the adaptability of excessive rail grinding, need to be by wheel tread
The gradient of outer end improves: therefore the gradient for optimizing wheel tread outer end straightway CD is determined as 1:20, to adapt to optimization wheel pedal
When face is matched with excessive rail grinding, it is not easy to produce too small Equivalent conicity；
Specific practice is being described as follows for each characteristic point of optimization wheel tread:
(1) determine that coordinate system OXY, O are coordinate origin, OX and OY are reference axis, and OX axis is optimization wheel tread baseline；
(2), straightway DC, gradient L1 are drawn from point D (d5,0), floor projection length is d4；
(3), straightway CB, gradient L2 are drawn, floor projection length is d3；
(4), the chamfering that straightway BA is d1xd2 is drawn, d1 is the vertical length of chamfering, and d2 is the lateral length of chamfering；
(5), radius is drawn by point of contact of D point as the circular arc DE of R1, floor projection length is d6, and DE and Y-axis intersect at O1 point；
(6) the contour line ABCDE drawn, is moved to origin O from intersection point O1 is vertical；
(7), radius is drawn by point of contact of E point as the circular arc EF of R2；
(8) it is R3's that, the circle for being R2-R3 with the center of circle picture radius of circular arc EF, which is center of circle picture radius with point O2 (- d11+d8, d7),
Circle, two circles give O3 point, then drawing radius by the center of circle of O3 point as the circular arc FG, d11 of R3 is between nominal rolling circle distance wheel back
Lateral distance；
(9), draw with circular arc FG it is tangent and with X-axis at the straightway GH of a angle；
(10), a straightway KL vertical with X-axis is drawn from point L (- d11,0)；
(11), with point O4 (- d11+d10, d9-R5) be the center of circle draw radius be R5 circular arc IJ, d9 be flange height, d10 is wheel rim
Lateral distance between apogee distance wheel back；
(12), using R4 as radius, draw and straight line GH and circular arc IJ tangent circular arc HI；
(13), using R6 as radius, draw and straight line KL and circular arc IJ tangent circular arc JK；
(14) the contour line ABCDEFGHIJKL that each characteristic point is drawn that, is linked in sequence is the shape for optimizing wheel tread.
2. a kind of tyre tread optimum design method of EMU wheel according to claim 1, it is characterised in that: each spy
Levy the design parameter of point are as follows: 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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Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105480013B (en) * | 2015-12-23 | 2017-11-14 | 长春轨道客车股份有限公司 | A kind of wheel tread structure of EMU |
| 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 |
| 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 |
| CN109910942B (en) * | 2019-04-03 | 2021-01-26 | 北京承乾润华机电设备有限公司 | Rim abrasion closed-loop management system and method |
| CN110979377B (en) * | 2019-11-18 | 2020-11-24 | 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 |
| CN115284785B (en) * | 2022-07-20 | 2024-04-05 | 西南交通大学 | Tramcar wheel tread optimization design method |
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2015
- 2015-11-11 CN CN201510765580.8A patent/CN105354384B/en not_active Expired - Fee Related
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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 |
| CN104036089A (en) * | 2014-06-25 | 2014-09-10 | 华东交通大学 | Optimal design method of low-wear high-speed train wheel profile |
Non-Patent Citations (2)
| Title |
|---|
| "铁道车辆不同踏面等效锥度和轮轨接触关系计算";干锋等;《铁道学报》;20130915;第35卷(第9期);第19-24页 |
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