CN115284785A - Tread optimization design method for tramcar wheel - Google Patents
Tread optimization design method for tramcar wheel Download PDFInfo
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- CN115284785A CN115284785A CN202210863316.8A CN202210863316A CN115284785A CN 115284785 A CN115284785 A CN 115284785A CN 202210863316 A CN202210863316 A CN 202210863316A CN 115284785 A CN115284785 A CN 115284785A
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- 238000013461 design Methods 0.000 title claims abstract description 25
- 238000000034 method Methods 0.000 title claims abstract description 13
- 238000005457 optimization Methods 0.000 title claims description 18
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 41
- 239000010959 steel Substances 0.000 claims abstract description 41
- 238000005192 partition Methods 0.000 claims description 6
- 210000000867 larynx Anatomy 0.000 claims description 4
- 238000012545 processing Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 12
- 230000007704 transition Effects 0.000 description 2
- 206010012411 Derailment Diseases 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 102220067365 rs143592561 Human genes 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B17/00—Wheels characterised by rail-engaging elements
- B60B17/0082—Wheels designed to interact with a particular rail profile
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B17/00—Wheels characterised by rail-engaging elements
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
The invention provides an optimal design method for a tramcar wheel tread, which can effectively solve the problem that the original tramcar wheel tread of an export tramcar has poor adaptability to match with various rail profile shapes. Optimizing the profile of the wheel tread flange to be basically overlapped with the original wheel tread, increasing the equivalent taper of the wheel tread, improving the passing capacity of a small radius curve of the wheel tread, and optimizing the profile from the throat area of the wheel tread flange to the outer end of the wheel tread of the original wheel tread to 7 sections of circular arcs and 2 sections of straight lines from 1 section of circular arc and 2 sections of straight lines; the width of a wheel rim of an optimized wheel tread is 20.8mm, the thickness of the wheel rim is 19.3mm, the arc radius and the bottom height of the throat root of the wheel rim are increased, the wheel track contact area is increased, and the contact stress of the throat root of the wheel rim is improved; the height of the outer end of the wheel tread is increased linearly, so that the phenomenon that the wheel tread is too small in equivalent taper generated when the wheel tread is matched with different steel rails is avoided, and the adaptability of the wheel tread to different steel rails is optimized and improved.
Description
Technical Field
The invention belongs to the technical field of railway urban rail transit vehicle bogies, and particularly relates to an optimal design method for a tread of a wheel of a tramcar.
Background
The urban rail transit vehicle railway is road traffic, and the running speed of the urban rail transit vehicle is lower and is about 60km/h; the minimum curve radius passed is small, about 25m. Therefore, the wheel-rail contact relationship of a vehicle, and in particular the equivalent taper of the wheel tread, has a great influence on the dynamic performance of the vehicle: when the equivalent taper of the wheel tread is too small, the vehicle is easy to derail when passing through a small-radius curve, and when the equivalent taper of the wheel tread is too large, the vehicle is easy to destabilize, so that the driving safety is threatened, and the riding comfort of passengers is also influenced.
The profile stability of the steel rail and the tread has great relation with the distribution position of the contact points of the wheel rail: when the wheel rail contact points are distributed and concentrated on the steel rail, stress is distributed and concentrated, so that the phenomenon of serious local abrasion is easily caused, and the conditions of multi-point contact, conformal contact and the like can be caused.
The distribution position of the wheel-rail contact points is closely related to the tread shape of the wheel and the shape of the steel rail.
At present, a wheel tread used by a tramcar is a CB10 type tread (referred to as an original wheel tread for short), and the original wheel tread needs to be matched with four steel rail profiles of U50, 41GPU, 35GP and 41GP13 at different road sections. The original wheel tread has a greater slope at the root of the rim and too little slope at the nominal rolling circle of the wheel tread. When the original tread is matched with four steel rail profiles, the root of the wheel rim has no wheel rail contact, when the wheel transversely moves relative to the steel rail, the equivalent taper is suddenly changed from a smaller value to a larger value, and at the moment, the transverse force of the wheel rail is also suddenly changed to a larger value.
When the original wheel tread is matched with four steel rails, the inclination of the root part of the wheel rim is too large, the inclination of the outer end of the wheel tread is too small, wheel rail contact points are concentrated on the tread (-6 mm), the contact on the steel rails is concentrated, the equivalent taper of the steel rails is too small by about 0.025, and the derailment risk is easy to occur when a vehicle passes through a small-radius curve; the root of the wheel rim has no wheel-rail contact relation, when the wheel transversely moves relative to the steel rail, the equivalent taper is suddenly changed from a smaller value to a larger value, and the transverse force of the wheel rail is also changed into a larger value along with the sudden change. Therefore, the matching CB10 original wheel tread of the tram has poor adaptability to four rail profile shapes.
Therefore, designing a wheel tread shape adapting to different rail profiles becomes a key technology with important value for the CB10 type tramcar.
Disclosure of Invention
The invention aims to provide an optimal design method for a tread of a tramcar wheel, which can be used for obtaining treads with four rail profiles of U50, 41GPU, 35GP and 41GP 13.
In order to achieve the purpose, the invention adopts the following technical scheme:
an optimal design method for a tread of a tramcar wheel comprises the following steps:
(1) Selecting a U50 steel rail and an original tread, and obtaining a reverse design optimized tread profile of the original tread by adopting a wheel tread reverse optimization design method according to an initial contact point of the wheel rail, a wheel diameter difference and the appearance of the rail surface, wherein the original tread is a CB10 tread;
(2) Matching the profile of the reversely designed and optimized tread with a 41GPU steel rail, a 35GP steel rail and a 41GP13 steel rail respectively, verifying an optimization result according to the equivalent taper and the wheel rail contact relation, and returning to the step (1) to readjust parameters such as initial rail contact points, wheel diameter differences and the like to optimize the reverse design if the equivalent taper, the wheel rail contact relation, the contact spot size and the contact stress distribution parameters of the matching result do not meet the requirements of an optimization target; if the matching result meets the optimization target requirement, obtaining an optimized tread profile;
(3) Performing partition processing on the optimized tread profile obtained in the step (2), dividing the tread profile into a straight line section region and a curve section region, and controlling the total number of the sections to be less than 10;
(4) Fitting discrete points of each segmented tread profile interval, calculating the standard deviation sigma of the discrete points before and after fitting, and ensuring that the sigma is less than 0.1; if the conditions are not met, readjusting the partitions in the step (3), fitting the discrete points in the segmented intervals again, and calculating the standard deviation until the sigma meets the conditions;
(5) Smoothly connecting and fitting all the linear section and curve section areas which meet the conditions to obtain a final optimal fitting design tread;
the thickness of the final optimal fitting design tread is 19.3mm, and the equivalent taper is 0.15; it is including the rim, larynx root zone, workspace, low cone and the chamfer district that connects gradually, the width of rim is 20.8mm, larynx root zone is to low cone including the first circular arc, the second circular arc, the third circular arc, the fourth circular arc, the fifth circular arc, the sixth circular arc, first straight line, seventh circular arc and the second straight line that connect gradually, the radius of first circular arc is 12mm, the radius of second circular arc is 26mm, the radius of third circular arc is 60mm, the radius of fourth circular arc is 300mm, the radius of fifth circular arc is 200mm, the radius of sixth circular arc is 30mm, the inclination of first straight line is 1.
Compared with the prior art, the invention has the following advantages and positive effects:
(1) The appearance of a common working area (-6 mm) of the optimized wheel tread is basically overlapped with the original tread, so that the optimized wheel tread does not influence the normal operation performance of the tramcar.
(2) The wheel tread is optimized, the equivalent taper is increased to 0.15, the profile from the throat area of the wheel flange of the original wheel tread to the outer end of the tread is changed into 7 sections of circular arcs and 2 sections of straight lines from 1 section of circular arc and 2 sections of straight lines, and the passing capacity of the wheel tread to small curves is improved.
(3) The thickness of the wheel rim of the optimized wheel tread is increased by 0.06mm compared with the width of the wheel rim of the original wheel tread, the inclination of the root position of the wheel rim is reduced, and the arc radius and the bottom height of the wheel rim are increased, so that the wheel-rail contact area is increased, the adaptability of the wheel tread to a steel rail is improved, and the condition of overlarge wheel-rail contact acting force is relieved.
(4) Optimally designing a tread transition region: the outer end straight lines DC and CB of the wheel tread surface increase the height, the inclination of the outer end straight line DC is 1.
Drawings
FIG. 1 is a schematic diagram of the design method for optimizing a wheel tread of the present invention.
FIG. 2 is a schematic diagram comparing the optimized wheel tread with the original tread according to the present invention.
Fig. 3 is a schematic comparison of four rails.
Fig. 4 is a schematic diagram of the contact relationship between the original wheel tread and the U50 steel rail.
Fig. 5 is a schematic diagram of the contact relation between the wheel tread and the U50 steel rail when the wheel tread is matched.
FIG. 6 is a schematic diagram of the wheel rail contact relationship when the original wheel tread is matched with a 41GPU steel rail.
FIG. 7 is a schematic diagram of the wheel-rail contact relationship when the optimized wheel tread is matched with a 41GPU steel rail.
FIG. 8 is a schematic diagram of the wheel rail contact relationship when the original wheel tread is matched with the 35GP rail.
FIG. 9 is a schematic diagram of the wheel rail contact relationship when the optimized wheel tread is matched with the 35GP steel rail.
Fig. 10 is a schematic diagram of the wheel rail contact relationship when the original wheel tread is matched with the 41GP13 steel rail.
FIG. 11 is a schematic diagram of the wheel rail contact relationship when the optimized wheel tread is matched with the 41GP13 steel rail.
Figure 12 is a schematic diagram of the equivalent taper of an original wheel tread surface matched to four rail profiles.
Figure 13 is a schematic diagram of the equivalent taper of an optimized wheel tread matched to four rail profiles.
Figure 14 is a schematic of the contact stresses on an original wheel tread surface matched to four rail profiles.
Figure 15 is a schematic view of the contact stresses in an optimized wheel tread profile matching four rail profiles.
Detailed Description
The tread optimization design method for the tramcar wheel provided by the embodiment comprises the following steps:
(1) Selecting a U50 steel rail and an original tread, and obtaining a reverse design optimized tread profile of the original tread by adopting a wheel tread reverse optimization design method according to an initial contact point, a wheel diameter difference and a rail surface appearance of the wheel rail, wherein the original tread is a CB10 tread;
(2) Matching the profile of the reversely designed and optimized tread with a 41GPU steel rail, a 35GP steel rail and a 41GP13 steel rail respectively, verifying an optimization result according to the equivalent taper and the wheel rail contact relation, and returning to the step (1) to readjust parameters such as initial rail contact points, wheel diameter differences and the like to optimize the reverse design if the equivalent taper, the wheel rail contact relation, the contact spot size and the contact stress distribution parameters of the matching result do not meet the requirements of an optimization target; if the matching result meets the optimization target requirement, obtaining an optimized tread profile; the optimization target requirement means that the equivalent taper is 0.15, the wheel-rail contact relation, the contact spot size and the contact stress are better than those of the original tread, for example, contact points in the wheel-rail contact relation are increased, the contact spot size is larger, and the contact stress is more uniform;
(3) Performing partition processing on the optimized tread profile obtained in the step (2), dividing the tread profile into a straight line section region and a curve section region, and controlling the total number of the sections to be less than 10;
(4) Fitting discrete points of each segmented tread profile interval, calculating the standard deviation sigma of the discrete points before and after fitting, and ensuring that the sigma is less than 0.1; if the conditions are not met, readjusting the partitions in the step (3), fitting the discrete points in the segmented intervals again, and calculating the standard deviation until the sigma meets the conditions;
(5) Smoothly connecting and fitting all the linear section and curve section areas which meet the conditions to obtain a final optimal fitting design tread;
as shown in FIG. 1, the final optimized fit design tread has a thickness of 19.3mm and an equivalent taper of 0.15. The wheel tread comprises a rim, a throat root area, a working area, a low taper area and a chamfer area which are connected in sequence, wherein the width d9 of the rim is 20.8mm, the wheel tread comprises a circular arc QP with the radius of R10, a straight line section PM, a circular arc ML with the radius of R9, a straight line section LK, a circular arc KJ with the radius of R8 and a straight line section JI which are connected in sequence, the rim of the embodiment and the rim of an original tread are optimized only, the rim width d9 of the wheel tread is 20.8mm, the rim thickness is determined to be 19.3mm, R8= R9=4mm, R10=10mm, alpha =70 degrees and beta =75 degrees. The throat root zone to the low cone zone comprises a first circular arc IH with a radius R7, a second circular arc HG with a radius R6, a third circular arc GF with a radius R5, a fourth circular arc FE with a radius R4, a fifth circular arc EO with a radius R3, a sixth circular arc OD with a radius R2, a first straight line DC, a seventh circular arc with a radius R1 and a second straight line CB, which are connected in sequence, wherein R1=50mm, R2=30mm, R3=300mm, R4=200mm, R5=60mm, R6=26mm, R7=12mm, the slope of the first straight line DC is 1. The chamfer area comprises a straight line BA, and the lengths d1 and d2 of the horizontal projection and the vertical projection of the straight line BA are both 3mm.
TABLE 1 optimized wheel Tread vs. original wheel Tread Key parameters
| Wheel tread | Width d9 of wheel rim | Height OB of outer end of tread | Radius of wheel rim root R5\ R6\ R7 | Tread profile R3/R4/L1 |
| Original tread | 20.74 | 2.79 | 13 | 1:40 |
| Optimizing tread | 20.8 | 2.54 | 60\26\12 | 200/300/1:40 |
The contact relationship between the optimized tread and the original tread of this embodiment and the U50 steel rail, the 41GPU steel rail, the 35GP steel rail and the 41GP13 steel rail is analyzed, as shown in fig. 4 to 11, it can be known from the figure that the optimized tread of this embodiment can not only be adapted to the U50 steel rail, the 41GPU steel rail, the 35GP steel rail and the 41GP13 steel rail, but also the contact relationship is far superior to that of the original tread.
And respectively mapping the equivalent taper and the contact stress, and the results are shown in figures 12-15. The wheel tread is optimized by the method, the equivalent taper is increased to 0.15, the profile from the wheel flange throat area of the original wheel tread to the outer end of the tread is changed from 1 section of arc and 2 sections of straight lines into 7 sections of arc and 2 sections of straight lines, and the passing capacity of the wheel tread to small curves is improved.
The thickness of the wheel rim of the optimized wheel tread of the embodiment is increased by 0.06mm compared with the width of the wheel rim of the original wheel tread, the inclination of the root position of the wheel rim is reduced, and the arc radius and the bottom height of the wheel rim are increased, so that the wheel-rail contact area is increased, the adaptability of the wheel tread to a steel rail is improved, and meanwhile, the condition that the contact acting force of the wheel and the rail is overlarge is relieved.
The tread transition region is optimally designed according to the embodiment: the outer end straight line DC and CB of the wheel tread increases the height, the inclination of the outer end straight line DC is 1.
The above description is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any modification and replacement based on the technical solution and inventive concept provided by the present invention should be covered within the scope of the present invention.
Claims (1)
1. An optimal design method for a tread of a tramcar wheel is characterized by comprising the following steps:
(1) Selecting a U50 steel rail and an original tread, and obtaining a reverse design optimized tread profile of the original tread by adopting a wheel tread reverse optimization design method according to an initial contact point, a wheel diameter difference and a rail surface appearance of the wheel rail, wherein the original tread is a CB10 tread;
(2) Matching the reverse design optimization tread profile with a 41GPU steel rail, a 35GP steel rail and a 41GP13 steel rail respectively, verifying an optimization result according to the equivalent taper and the wheel rail contact relation, and returning to the step (1) to readjust parameters such as a rail initial contact point, a wheel diameter difference and the like for reverse design optimization if the equivalent taper, the wheel rail contact relation, the contact spot size and the contact stress distribution parameter of the matching result do not meet the optimization target requirement; if the matching result meets the optimization target requirement, obtaining an optimized tread profile;
(3) Performing partition processing on the optimized tread profile obtained in the step (2), dividing the tread profile into a straight line section region and a curve section region, and controlling the total number of the sections to be less than 10;
(4) Fitting discrete points of each segmented tread profile interval, calculating the standard deviation sigma of the discrete points before and after fitting, and ensuring that the sigma is less than 0.1; if the conditions are not met, readjusting the partitions in the step (3), fitting the discrete points in the segmented intervals again, and calculating the standard deviation until the sigma meets the conditions;
(5) Smoothly connecting and fitting all the linear section and curve section areas which meet the conditions to obtain a final optimal fitting design tread;
the thickness of the final optimal fitting design tread is 19.3mm, and the equivalent taper is 0.15; it is including the rim, larynx root zone, workspace, low cone and the chamfer district that connect gradually, the width of rim is 20.8mm, larynx root zone is to low cone including the first circular arc that connects gradually, the second circular arc, the third circular arc, the fourth circular arc, the fifth circular arc, the sixth circular arc, first straight line, seventh circular arc and second straight line, the radius of first circular arc is 12mm, the radius of second circular arc is 26mm, the radius of third circular arc is 60mm, the radius of fourth circular arc is 300mm, the radius of fifth circular arc is 200mm, the radius of sixth circular arc is 30mm, the inclination of first straight line is 1.
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| CN202210863316.8A CN115284785B (en) | 2022-07-20 | 2022-07-20 | Tramcar wheel tread optimization design method |
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| CN202210863316.8A CN115284785B (en) | 2022-07-20 | 2022-07-20 | Tramcar wheel tread optimization design method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0008538A1 (en) * | 1978-08-23 | 1980-03-05 | South African Inventions Development Corporation | Railway wheel tread profile |
| DE102006034896A1 (en) * | 2006-07-25 | 2008-01-31 | Deutsche Bahn Ag | Wheel profile for railway vehicle, has contour flattened in area of wheel tread of wheel, where profile is provided with less equivalent tapering, and flange narrowly implemented and flattened |
| CN105354384A (en) * | 2015-11-11 | 2016-02-24 | 西南交通大学 | Optimal design method of motor car group wheel tread |
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| CN112793364A (en) * | 2021-03-04 | 2021-05-14 | 西南交通大学 | Novel wheel tread structure of urban tramcar |
-
2022
- 2022-07-20 CN CN202210863316.8A patent/CN115284785B/en active Active
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|---|---|---|---|---|
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| DE102006034896A1 (en) * | 2006-07-25 | 2008-01-31 | Deutsche Bahn Ag | Wheel profile for railway vehicle, has contour flattened in area of wheel tread of wheel, where profile is provided with less equivalent tapering, and flange narrowly implemented and flattened |
| CN105354384A (en) * | 2015-11-11 | 2016-02-24 | 西南交通大学 | Optimal design method of motor car group wheel tread |
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| CN112793364A (en) * | 2021-03-04 | 2021-05-14 | 西南交通大学 | Novel wheel tread structure of urban tramcar |
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