CN110516393B - Method for designing tread profile of variable-track-pitch bogie - Google Patents
Method for designing tread profile of variable-track-pitch bogie Download PDFInfo
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Abstract
The invention discloses a design method for tread profile of a variable-track-pitch bogie. The invention adopts a multilayer optimization cycle design method, and can design the tread profile of the variable-gauge bogie which is simultaneously suitable for different gauges and different rail bottom slopes. The designed tread profile of the wheel can ensure the design target of the initial equivalent taper, and simultaneously has good wheel-rail geometric parameter sensitivity and vehicle dynamic performance meeting the standard requirement.
Description
Technical Field
The application relates to the technical field of railway tracks, in particular to a design method for tread profile of a variable-track-pitch bogie.
Background
There are large differences in rail gauges between different countries, with 1435mm for most of europe, turkey, iran and china; russian adopts a wide rail with the rail gauge of 1520 mm; the south Asia countries such as Bengal, Pakistan, India and the like mostly adopt 1676mm wide tracks; in countries such as Burma and Vietnam in southeast Asia, narrow gauge of 1000mm is often used.
In order to realize the combined transportation of different gauge track systems, the schemes of unifying the gauge, transferring, replacing a bogie, a railway humpback transport vehicle, a variable gauge bogie and the like can be adopted. The track gauge-variable bogie scheme is characterized in that the inner side gauge of the wheel set can be automatically adjusted to adapt to different track gauges, the problem that the scheme such as transferring and changing the bogie costs a large amount of reloading time at a station is completely solved, meanwhile, other transportation equipment is not needed as a railway humpback transport vehicle, and the vehicle can automatically adjust the inner side gauge of the wheel set only through a ground track-changing facility, so that the track gauge-variable bogie scheme adapts to different track gauges.
A great deal of application research of the variable-gauge bogie has been carried out in the 60 to 90 years of the 20 th century in China. The earliest and most representative development was the spanish Talgo independent rotating wheel variable gauge bogie, compatible with spanish wide rail 1668mm and french standard rail 1435 mm. The variable-gauge bogie for the DBAG/Rafil V type truck based on the traditional integral wheel set form was developed in 80 s of 20 th century after Spain in Germany, the variable-gauge bogie for the SUW2000 type passenger car based on the traditional integral wheel set form was developed in 90 s of 20 th century in Poland, and the variable-gauge bogie for the freight tank car was developed in Russia and is used for being compatible with a standard rail 1435mm and a wide rail 1520 mm. In the 90 s of the 20 th century, japan developed a gauge-changing truck of the E30 type for independently rotating wheels for compatibility with standard rail 1435mm and narrow rail 1067 mm.
China starts related research on a track-variable bogie technology after 2000 years, refers to a Talgo track-variable bogie scheme in Spanish, and designs a passenger car track-variable bogie with the highest operation speed of 160km/h for conversion between a standard rail and a wide rail. The major special item of 2016 of the department of science and technology in China has been the technical research and prototype development of track-variable bogies with the track gauge of over 260km/h, and covers various track gauge track systems.
The critical speed of the track-variable bogie is researched by rolling vibration test in Japan, the critical speed of the vehicle reaches more than 450km/h when the left and right side wheels rotate independently, the critical speed of the vehicle is only 150km/h when the two side wheels are coupled, and the results are basically the same under the conditions of 1435mm and 1067 mm. Aiming at the national standard rail profile CHN60 and the grinding profiles 60D and 60N thereof, the rail profile has obvious influence on the geometric relationship of rail contact, the rolling contact behavior and the vehicle dynamic performance, and the reasonable profile matching of the rail is comprehensively evaluated from the two aspects of the local rail contact relationship and the macroscopic vehicle dynamic performance.
Aiming at 3 wheel treads LM, LMA and S1002CN which are mainstream in China, the change of the track gauge can bring the change of the contact relation of the wheel and the track and the change of the running safety and the stability of the vehicle. The wheel rail contact relation and the contact stress distribution of the LM and LMA treads matched with the standard steel rail CHN60 show that the LM treads are superior to the LMA treads when the 1/20 rail bottom slope is adopted, because the LM tread normal contact area is approximately conical, the adaptability to the rail bottom slope is good, and the LMA has good contact relation only under the condition of 1/40 rail bottom slope.
Sinking steel and the like are studied to reversely design the tread profile of the wheel according to the boundary conditions and design targets of the wheel diameter difference, the contact angle and the rail surface profile. Dry front et al presents a reverse optimization design method for wheel tread based on initial contact point of wheel rail, wheel diameter difference and rail surface profile, and is applied to the design of wheel tread profile of low-speed tread LM and high-speed tread S1002 CN. At present, the tread reverse design method is only developed for one track gauge track system, if compatibility of the tread in the two track gauge track systems must be considered for the two track gauge systems, more complex boundary conditions need to be set, and the obtained tread profile has a certain difference from the original profile. The wheel tread of the rail system which is suitable for more than two track gauges can be designed by adopting an optimization algorithm.
Therefore, the existing research does not master the wheel-rail contact relation characteristics of different gauge track systems, and lacks a wheel tread design method or a wheel-rail contact relation target suitable for different gauge track systems.
Disclosure of Invention
Aiming at the defects in the prior art, the design method for the tread profile of the wheel of the variable-gauge bogie solves the problem of lack of a design method for the tread of the wheel, which is suitable for different gauge track systems.
In order to achieve the purpose of the invention, the invention adopts the technical scheme that: a design method for tread profile of a track-variable bogie comprises the following steps:
s1, setting an initial contact position of the wheel rail;
s2, selecting a rail surface profile, and setting a rail bottom slope of the rail surface profile to be 1/20;
the rail face profiles include the CHN60 rail face profile, the 60D rail face profile, the P65 rail face profile, and the 60R2 rail face profile.
S3, calculating wheel tread design parameters through a wheel tread reverse optimization design algorithm according to the initial contact position and the rail surface profile of the wheel rail, and obtaining the wheel tread profile according to the wheel tread design parameters;
s4, calculating a first wheel-rail contact characteristic of the tread profile of the wheel;
s5, judging whether the equivalent taper in the first wheel-rail contact characteristic meets the standard equivalent taper, if so, entering a step S6, otherwise, returning to the step S2;
s6, setting the rail bottom slope of the rail surface profile to be 1/40, matching the rail surface profile with the wheel tread profile, and calculating a second wheel-rail contact characteristic;
s7, judging whether the equivalent taper in the second wheel-rail contact characteristic meets the standard equivalent taper, if so, entering a step S8, otherwise, returning to the step S2;
s8, calculating third wheel rail contact characteristics of the wheel tread profile under different track gauges and different rail bottom slopes;
s9, judging whether the equivalent taper in the third wheel rail contact characteristic meets the standard equivalent taper, if so, entering a step S10, otherwise, returning to the step S2;
s10, bringing the wheel tread profile into a dynamic simulation model for simulation verification;
and S11, judging whether the simulation verification result meets the standard, if so, outputting the tread profile of the wheel, and otherwise, returning to the step S2.
Further: and the initial contact position of the wheel rail in the step S1 is to place the wheel on the rail when the wheel set does not transversely move, and the distance range between the contact point of the wheel tread and the rail surface and the center of the rail is-5-15 mm.
Further: the rail surface profile in the step S2 includes a CHN60 rail surface profile, a 60D rail surface profile, a P65 rail surface profile, and a 60R2 rail surface profile.
Further: the wheel tread reverse optimization design algorithm formula in the step S3 is as follows:
in the above formula, y is the abscissa of the wheel tread surface, z is the ordinate of the wheel tread surface, g is the error minimum optimization objective,
design of tread profile, Δ fw(y) reference tread profile fw(y) difference to the design tread profile, RL(s) and RR(s) are respectively the radius difference of contact points of left and right wheels when the wheel pair is transversely moved s, delta s is the transverse moving step length of the wheel pair, delta R(s) is the variation of the wheel diameter difference between the transverse moving step lengths of the connected wheel pair, mu is delta R(s)L(s) and Δ RR(s), theta is a slope change rate control coefficient between adjacent points of the left side wheel tread, kappa is the designed left side wheel tread slope,
and
vertical coordinate, y, of the treads of the left and right wheels, respectively, designedmaxIs the maximum value of the abscissa, y, of the tread surfaceminIs the minimum value of the abscissa of the wheel tread, R(s) is the wheel diameter difference when the wheel pair transversely moves s, R (s-delta s) is the wheel diameter difference when the wheel pair transversely moves s-delta s,
the slope of the left wheel tread at the contact point of the rail surface when the wheel pair transversely moves by s-Delta s, z0For the initial wheel set transverse displacement y0The corresponding vertical position of the tread.
Further: the calculation formula of the wheel diameter difference R(s) when the wheel pair transversely moves s is as follows:
R(s)＝2s*E(s)
in the above formula, e(s) is the equivalent taper curve of the initial contact point of the wheel rail.
Further: the tread profiles of step S3 include LMA tread profile, LMB _10 tread profile, S1002CN tread profile, XP55 tread profile, LM tread profile, S1002 tread profile, S3G tread profile, and SY8 tread profile.
Further: the first wheel rail contact characteristic, the second wheel rail contact characteristic and the third wheel rail contact characteristic comprise wheel rail initial contact point positions, contact point distribution, contact bandwidth size, contact stress size, contact angles and equivalent taper.
Further: the standards in the step S11 comprise GB5599-85 standard, UIC518 standard, UIC513 standard and EN12299 standard.
The invention has the beneficial effects that: the invention adopts a multilayer optimization cycle design method, and can design the tread profile of the variable-gauge bogie which is simultaneously suitable for different gauges and different rail bottom slopes. The designed tread profile of the wheel can ensure the design target of the initial equivalent taper, and simultaneously has good wheel-rail geometric parameter sensitivity and vehicle dynamic performance meeting the standard requirement.
Drawings
FIG. 1 is a flow chart of the present invention;
FIG. 2 is a schematic view of the geometrical parameters of the wheel track of the present invention;
FIG. 3 is a schematic view of the design of a wheel tread according to the present invention;
FIG. 4 is a schematic view of the difference in profile of different types of rails according to the present invention;
FIG. 5 is a schematic view of a tread profile designed according to the present invention;
FIG. 6 is a schematic view of the wheel-rail contact relationship designed when the rail base slope is 1/20 according to the present invention;
fig. 7 is a schematic view of the wheel-rail contact relationship designed when the rail base slope is 1/40 in the invention.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
As shown in fig. 1, a design method for tread profile of a track-variable bogie comprises the following steps:
s1, setting an initial contact position of the wheel rail;
the initial contact position of the wheel rail is that the wheel is placed on the rail when the wheel set does not transversely move, and the distance range of the contact point of the wheel tread and the rail surface from the center of the rail is-5-15 mm.
S2, selecting a rail surface profile, and setting a rail bottom slope of the rail surface profile to be 1/20;
the rail face profiles include the CHN60 rail face profile, the 60D rail face profile, the P65 rail face profile, and the 60R2 rail face profile. Wherein, CHN60 is the 60 rail profiles of china standard, and 60D is the rail surface profile of china of polishing in advance, and P65 is the russian railway rail surface profile, and 60R2 is the european railway rail surface profile.
S3, calculating wheel tread design parameters through a wheel tread reverse optimization design algorithm according to the initial contact position and the rail surface profile of the wheel rail, and obtaining the wheel tread profile according to the wheel tread design parameters;
the wheel tread profiles include an LMA wheel tread profile, an LMB _10 wheel tread profile, an S1002CN wheel tread profile, an XP55 wheel tread profile, an LM wheel tread profile, an S1002 wheel tread profile, an S3G wheel tread profile, and a SY8 wheel tread profile. Wherein, LMA, LMB _10, S1002CN, XP55 and LM are all 5 wheel tread profiles in China, S3G is a Russian tennons train wheel tread profile, and SY8 is a domestic low-floor train wheel tread profile.
The equivalent dimension of the LMA wheel tread profile when matched to the CHN60 rail profile was 0.04, and the equivalent dimension of the S1002CN wheel tread profile when matched to the CHN60 rail profile was 0.17.
As shown in FIG. 2, RLAnd RRRespectively, the radius of the left and right wheels, LWIs half of the distance between the nominal rolling circle radii of the two wheels, and theta is the side rolling angle of the wheel pair; l isRIs half of the track gauge; beta is a rail bottom slope; and b is the vertical distance of the rail surface measuring point. The nominal rolling circle distance of the standard wheel pair is 1493 mm, 1500 mm, 1520mm, 1580mm and the like, the diameter range of the wheel is 780-920 mm, the track gauge is 1000mm, 1435mm and 1520mm, the position of the track gauge measuring point is 14mm and 16mm, and the rail bottom slope is 1/20 mm and 1/40.
The wheel tread reverse optimization design algorithm formula is as follows:
in the above formula, y is the abscissa of the wheel tread surface, z is the ordinate of the wheel tread surface, g is the error minimum optimization objective,
design of tread profile, Δ fw(y) reference tread profile fw(y) difference to the design tread profile, RL(s) and RR(s) are respectively the radius difference of contact points of left and right wheels when the wheel pair is transversely moved s, delta s is the transverse moving step length of the wheel pair, delta R(s) is the variation of the wheel diameter difference between the transverse moving step lengths of the connected wheel pair, mu is delta R(s)L(s) and Δ RR(s), theta is a slope change rate control coefficient between adjacent points of the left side wheel tread, kappa is the designed left side wheel tread slope,
and
vertical coordinate, y, of the treads of the left and right wheels, respectively, designedmaxIs the maximum value of the abscissa, y, of the tread surfaceminIs the minimum value of the abscissa of the wheel tread, R(s) is the wheel diameter difference when the wheel pair transversely moves s, R (s-delta s) is the wheel diameter difference when the wheel pair transversely moves s-delta s,
the slope of the left wheel tread at the contact point of the rail surface when the wheel pair transversely moves by s-Delta s, z0For the initial wheel set transverse displacement y0The corresponding vertical position of the tread.
The calculation formula of the wheel diameter difference R(s) when the wheel pair transversely moves s is as follows:
R(s)＝2s*E(s)
in the above formula, e(s) is the equivalent taper curve of the initial contact point of the wheel rail.
Due to the limited range of the input wheel diameter difference curve R(s), only a portion of the wheel tread coordinate points can be derived in reverse, as shown in the tread design portion of FIG. 3.
S4, calculating a first wheel-rail contact characteristic of the tread profile of the wheel;
s5, judging whether the equivalent taper in the first wheel-rail contact characteristic meets the standard equivalent taper, if so, entering a step S6, otherwise, returning to the step S2;
s6, setting the rail bottom slope of the rail surface profile to be 1/40, matching the rail surface profile with the wheel tread profile, and calculating a second wheel-rail contact characteristic;
s7, judging whether the equivalent taper in the second wheel-rail contact characteristic meets the standard equivalent taper, if so, entering a step S8, otherwise, returning to the step S2;
s8, calculating third wheel rail contact characteristics of the wheel tread profile under different track gauges and different rail bottom slopes;
the variation ranges of different track gauges are 1425-1445 mm and 1510-1530 mm, calculation is sequentially carried out according to 1mm, and the variation ranges of different track bottom slopes are calculated sequentially according to 1/10, 1/15 and 1/20.. 1/50.
S9, judging whether the equivalent taper in the third wheel rail contact characteristic meets the standard equivalent taper, if so, entering a step S10, otherwise, returning to the step S2;
s10, bringing the wheel tread profile into a dynamic simulation model for simulation verification;
and S11, judging whether the simulation verification result meets the standard, if so, outputting the tread profile of the wheel, and otherwise, returning to the step S2.
The standards include the GB5599-85 standard, the UIC518 standard, the UIC513 standard and the EN12299 standard.
The first wheel rail contact characteristic, the second wheel rail contact characteristic and the third wheel rail contact characteristic all comprise wheel rail initial contact point positions, contact point distribution, contact bandwidth size, contact stress size, contact angles and equivalent conicity.
Taking the LMA type wheel tread to adapt to different track gauges and the profile of the lower track surface of the track base slope as an example, the profile of different types of steel rails has obvious difference, as shown in figure 4, as can be seen from figure 4, the P65 track surface is widest, the track gauge angle is more prominent, and the UIC60E2 track top is most prominent. The design tread profile is shown in FIG. 5. The designed wheel-rail contact relationship is shown in fig. 6 and 7.
Equivalent tapers matched with different rail surfaces under different gauges and rail bottom slopes can meet requirements simultaneously, as shown in table 1.
TABLE 1 equivalent taper of design tread under different rail surfaces and rail base slopes
As can be seen from the above table, the designed wheel tread has a smaller range of equivalent taper variation when matched with the CHN60, U IC60E 1, U IC60E2 and P65 rail surfaces.
The invention systematically researches the wheel-rail contact relationship of an inner side gauge variable wheel set in the environment of a track system with various gauge, deeply analyzes the wheel-rail contact characteristics under the conditions of different gauge, rail bottom slope, rail profile and wheel tread, such as wheel set equivalent taper, contact point pair distribution, contact bandwidth, contact stress and the like, and provides a method for designing the wheel tread profile of a bogie with variable gauge. The method is used for obtaining the wheel tread profile after optimized design by combining a wheel tread reverse optimization design method according to the wheel-rail contact characteristics of a variable-gauge track, namely the change of the track gauge from 1435mm to 1520mm in wide track gauge and the change of the wheel-rail contact relation when the track base slope is changed from 1/40 to 1/20, and selecting the wheel-rail contact state when the track gauge is 1520mm and the track base slope 1/20 as the design reference and the given wheel diameter difference profile and the wheel-rail initial contact point position as the design target. The rail gauge 1435mm and the rail under the rail base slope 1/40 were used to check the wheel rail contact status and vehicle dynamics of the designed tread profile. The result shows that the tread profile of the wheel designed by the method can be well suitable for the rails under different track gauges and track bottom slopes, the dynamic performance of the vehicle can keep excellent dynamic performance and very high critical speed, and the problem of adaptability of the variable-track-gauge bogie motor train unit to operation under different track gauges and track bottom slopes is solved. The invention provides a design method for wheel tread profile of a variable-gauge bogie of a high-speed motor train unit, and solves the problem that the wheel tread of the variable-gauge bogie is suitable for tracks with 1435mm and 1520mm gauge, 1/40, 1/20 rail bottom slopes and the like.
Claims (8)
1. A design method for tread profile of a track-variable bogie is characterized by comprising the following steps:
s1, setting an initial contact position of the wheel rail;
s2, selecting a rail surface profile, and setting a rail bottom slope of the rail surface profile to be 1/20;
s3, calculating wheel tread design parameters through a wheel tread reverse optimization design algorithm according to the initial contact position and the rail surface profile of the wheel rail, and obtaining the wheel tread profile according to the wheel tread design parameters;
s4, calculating a first wheel-rail contact characteristic of the tread profile of the wheel;
s5, judging whether the equivalent taper in the first wheel-rail contact characteristic meets the standard equivalent taper, if so, entering a step S6, otherwise, returning to the step S2;
s6, setting the rail bottom slope of the rail surface profile to be 1/40, matching the rail surface profile with the wheel tread profile, and calculating a second wheel-rail contact characteristic;
s7, judging whether the equivalent taper in the second wheel-rail contact characteristic meets the standard equivalent taper, if so, entering a step S8, otherwise, returning to the step S2;
s8, calculating third wheel rail contact characteristics of the wheel tread profile under different track gauges and different rail bottom slopes;
s9, judging whether the equivalent taper in the third wheel rail contact characteristic meets the standard equivalent taper, if so, entering a step S10, otherwise, returning to the step S2;
s10, bringing the wheel tread profile into a dynamic simulation model for simulation verification;
and S11, judging whether the simulation verification result meets the standard, if so, outputting the tread profile of the wheel, and otherwise, returning to the step S2.
2. The method for designing the tread profile of the track-varying bogie as recited in claim 1, wherein the initial contact position of the wheel rail in step S1 is to place the wheel on the rail when the wheel set is not traversing, and the contact point of the wheel tread and the rail surface is in the range of-5 to 15mm from the center of the rail.
3. The method of designing a tread profile for a track gauge bogie wheel according to claim 1, wherein the rail surface profiles in step S2 comprise CHN60 rail surface profile, 60D rail surface profile, P65 rail surface profile and 60R2 rail surface profile.
4. The method for designing the tread profile of the track-variable bogie according to claim 1, wherein the formula of the reverse optimization design algorithm of the tread in the step S3 is as follows:
in the above formula, y is the abscissa of the wheel tread surface, z is the ordinate of the wheel tread surface, g is the error minimum optimization objective,
design of tread profile, Δ fw(y) reference tread profile fw(y) difference to the design tread profile, RL(s) and RR(s) are respectively the radius difference of contact points of left and right wheels when the wheel pair is transversely moved s, delta s is the transverse moving step length of the wheel pair, delta R(s) is the variation of the wheel diameter difference between the transverse moving step lengths of the connected wheel pair, mu is delta R(s)L(s) and Δ RR(s), theta is a slope change rate control coefficient between adjacent points of the left side wheel tread, kappa is the designed left side wheel tread slope,
and
respectively for designed left and right side carsVertical coordinate of wheel tread, ymaxIs the maximum value of the abscissa, y, of the tread surfaceminIs the minimum value of the abscissa of the wheel tread, R(s) is the wheel diameter difference when the wheel pair transversely moves s, R (s-delta s) is the wheel diameter difference when the wheel pair transversely moves s-delta s,
the slope of the left wheel tread at the contact point of the rail surface when the wheel pair transversely moves by s-Delta s, z0For the initial wheel set transverse displacement y0The corresponding vertical position of the tread.
5. The method for designing the tread profile of the track-variable bogie as claimed in claim 4, wherein the wheel diameter difference R(s) when the wheel pair transversely moves s is calculated by the formula:
R(s)＝2s*E(s)
in the above formula, e(s) is the equivalent taper curve of the initial contact point of the wheel rail.
6. The method of designing a track-varying bogie tread profile according to claim 1, characterized in that the tread profiles in step S3 comprise LMA tread profile, LMB _10 tread profile, S1002CN tread profile, XP55 tread profile, LM tread profile, S1002 tread profile, S3G tread profile and SY8 tread profile.
7. The method of designing a tread profile for a track-changing bogie wheel according to claim 1, wherein the first, second and third track contact characteristics each comprise a track initial contact point position, a contact point distribution, a contact bandwidth size, a contact stress size, a contact angle and an equivalent taper.
8. The method for designing the tread profile of the track-variable bogie according to the claim 1, wherein the standards in the step S11 comprise GB5599-85 standard, UIC518 standard, UIC513 standard and EN12299 standard.
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| CN111382512B (en) * | 2020-03-09 | 2022-05-17 | 西南交通大学 | Method for determining equivalent taper of wheel set in high-speed turnout area |
| CN115284785B (en) * | 2022-07-20 | 2024-04-05 | 西南交通大学 | Tramcar wheel tread optimization design method |
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