CN110516393A - A Design Method for Wheel Tread Profile of Variable Gauge Bogie - Google Patents

Abstract

The invention discloses a kind of gauge-changeable bogie wheel tread profile design methods.The present invention uses multi-level optimization cyclic design method, the gauge-changeable bogie wheel tread profile that can be designed while be suitable under different gauges and different rail cants.The wheel tread profile designed, while guaranteeing initial Equivalent conicity design object, additionally it is possible to good wheel rail geometry parametric sensitivity and the dynamics of vehicle performance met the requirements of the standard.

Description

A Design Method for Wheel Tread Profile of Variable Gauge Bogie

technical field

The present application relates to the field of railway track technology, in particular to a method for designing the profile of a wheel tread of a variable-gauge bogie.

Background technique

There are large differences in railway gauge between countries closely related to China's Silk Road Economic Belt. Among them, most European countries, Turkey, Iran and China have a standard gauge of 1435mm; Russia and other former Soviet countries use a gauge of 1435mm. The wide gauge is 1520mm; Bangladesh, Pakistan, India and other South Asian countries mostly use 1676mm wide gauge; most Southeast Asian countries such as Myanmar and Vietnam use narrow gauge with a gauge of 1000mm.

In order to realize intermodal transport of different gauge track systems, schemes such as unifying the gauge, transshipment, replacement of bogies, railway humpback transport vehicles and variable gauge bogies can be adopted. The variable-gauge bogie scheme, that is, the inner distance of the wheel set can be adjusted to suit different gauges, which completely avoids the problem of spending a lot of time at the station for transshipment, bogie replacement, etc., and does not need to be like a railway hump The transport vehicle needs to use other transportation equipment, and the vehicle can complete the adjustment of the inner distance of the wheel set by itself only through the ground track changing facility, so as to adapt to different gauges.

Abroad in the 1960s to 1990s has carried out a large number of variable gauge bogie application research. The earliest and most representative of the research and development is the Spanish Talgo variable gauge bogie with independent rotating wheels, which is compatible with the Spanish wide gauge 1668mm and the French standard gauge 1435mm. Following Spain, Germany developed the DBAG/Rafil V-type freight car variable gauge bogie based on the traditional integral wheel set in the 1980s, and Poland developed the SUW2000 passenger car track change based on the traditional integral wheel set in the 1990s. As for the bogie, Russia has developed a variable-gauge bogie for freight tank cars, which is compatible with standard gauge 1435mm and wide gauge 1520mm. In the 1990s, Japan developed the E30 variable gauge bogie with independent rotating wheels, which is compatible with standard gauge 1435mm and narrow gauge 1067mm.

After 2000, China began research on variable-gauge bogie technology. Referring to the Spanish Talgo variable-gauge bogie scheme, a passenger car variable-gauge bogie with a maximum operating speed of 160km/h was designed, which is used for standard gauge and wide Transition between tracks. The 2016 key project of the Ministry of Science and Technology of my country has carried out technical research and prototype development of variable gauge bogies above 260km/h, covering various gauge track systems.

Japan has studied the critical speed of variable-gauge bogies through rolling vibration tests. When the left and right wheels rotate independently, the critical speed of the vehicle reaches more than 450km/h, while when the wheels on both sides are coupled, the critical speed of the vehicle is only 150km/h, at 1435mm and 1067mm The results under the two gauge conditions are basically the same. For my country's standard rail profile CHN60 and its polished profile 60D and 60N, the rail profile has a significant impact on the wheel-rail contact geometry, rolling contact behavior and vehicle dynamics performance, and a reasonable wheel-rail profile matching should start from the local wheel-rail profile Comprehensive evaluation of contact relationship and macroscopic vehicle dynamics performance.

For the three mainstream wheel treads LM, LMA and S1002CN in China, the change of the gauge will bring changes in the wheel-rail contact relationship and the safety and stability of the vehicle operation. The wheel-rail contact relationship and contact stress distribution of LM and LMA treads matched with standard rail CHN60 show that LM treads are better than LMA treads at 1/20 rail bottom slopes, because the constant contact area of LM treads is approximately conical and adaptable to rail bottom slopes Well, while the LMA only makes good contact with 1/40 of the rail bottom slope.

Based on the wheel diameter difference, contact angle and rail surface shape as the boundary conditions and design objectives, Shen Gang et al. carried out reverse design of the wheel tread profile. Gan Feng et al. proposed a method of inverse optimal design of wheel treads based on the initial wheel-rail contact point, wheel diameter difference, and rail surface shape, and applied it to the wheel tread profile design of low-speed tread LM and high-speed tread S1002CN. At present, the above-mentioned tread reverse design method is only carried out for one gauge track system. If the compatibility of the tread surface in the two gauge track systems must be considered for two gauge systems, more complex boundary conditions need to be set. The profile of the tread differs somewhat from the original profile. An optimization algorithm can be used to design wheel treads suitable for track systems with more than two gauges.

Therefore, the existing research has not grasped the characteristics of the wheel-rail contact relationship of different gauge rail systems, and lacks the wheel tread design method or the wheel-rail contact relationship target for different gauge rail systems.

Contents of the invention

Aiming at the above-mentioned shortcomings in the prior art, the invention provides a method for designing wheel tread profiles of variable gauge bogies, which solves the problem of lack of wheel tread design methods suitable for different gauge rail systems.

In order to achieve the above-mentioned purpose of the invention, the technical solution adopted in the present invention is: a method for designing the wheel tread profile of a variable-gauge bogie, comprising the following steps:

S1. Set the initial contact position of the wheel and rail;

S2, select the profile of the rail surface, and set its rail bottom slope to 1/20;

The rail profile includes CHN60 rail profile, 60D rail profile, P65 rail profile and 60R2 rail profile.

S3. According to the initial contact position of the wheel-rail and the profile of the rail surface, calculate the design parameters of the wheel tread through the reverse optimization design algorithm of the wheel tread, and obtain the profile of the wheel tread according to the design parameters of the wheel tread;

S4, calculating the first wheel-rail contact feature of the wheel tread profile;

S5. Judging whether the equivalent taper in the first wheel-rail contact feature meets the standard equivalent taper, if so, enter step S6, otherwise return to step S2;

S6. The rail bottom slope of the rail surface profile is set to 1/40, the rail surface profile is matched with the wheel tread profile, and the second wheel-rail contact feature is calculated;

S7, judging whether the equivalent taper in the second wheel-rail contact feature meets the standard equivalent taper, if so, enter step S8, otherwise return to step S2;

S8, calculating the third wheel-rail contact characteristics of the wheel tread profile under different gauges and different rail bottom slopes;

S9, judging whether the equivalent taper in the third wheel-rail contact feature meets the standard equivalent taper, if so, enter step S10, otherwise return to step S2;

S10, bringing the wheel tread profile into the dynamic simulation model for simulation verification;

S11. Determine whether the simulation verification result meets the standard, if yes, output the wheel tread profile, otherwise return to step S2.

Further: the initial contact position of the wheel-rail in the step S1 is to place the wheel on the track when the wheel set does not move laterally, and the distance between the contact point of the wheel tread and the rail surface from the center of the track is -5-15mm.

Further: the rail profile in step S2 includes CHN60 rail profile, 60D rail profile, P65 rail profile and 60R2 rail profile.

Further: in the step S3, the wheel tread reverse optimization design algorithm formula is:

In the above formula, y is the abscissa of the wheel tread, z is the vertical coordinate of the wheel tread, and g is the optimization target of the minimum error, The designed wheel tread profile, Δf _w (y) is the difference between the reference wheel tread profile f _w (y) and the designed wheel tread profile, R _L (s) and R _R (s) are the wheel set lateral movement s is the radius difference between the contact points of the left and right wheels, Δs is the lateral movement step length of the wheelset, ΔR(s) is the change in wheel diameter difference between the lateral movement steps of the connected wheelset, and μ is the difference between the left and right wheel treads of ΔR(s) The distribution coefficient between the wheel diameter difference ΔR _L (s) and ΔR _R (s), θ is the control coefficient of the slope change rate between adjacent points on the left wheel tread, κ is the designed slope of the left wheel tread, and are the vertical coordinates of the designed left and right wheel treads respectively, y _max is the maximum value of the abscissa coordinates of the wheel treads, y _min is the minimum value of the abscissa coordinates of the wheel treads, R(s) is the wheel diameter difference when the wheelset moves laterally s, R( s-Δs) is the wheel diameter difference when the wheel set lateral displacement s-Δs, is the slope of the left wheel tread at the contact point of the rail surface when the wheel set traverses s-Δs, and z ₀ is the vertical position of the tread corresponding to the initial wheel set traverse amount y ₀ .

Further: the formula for calculating the wheel diameter difference R(s) when the wheelset moves laterally s is:

R(s)=2s*E(s)

In the above formula, E(s) is the equivalent taper curve of the initial contact point of the wheel and rail.

Further: the wheel tread profile in step S3 includes LMA wheel tread profile, LMB_10 wheel tread profile, S1002CN wheel tread profile, XP55 wheel tread profile, LM wheel tread profile, S1002 wheel tread profile, S3G Wheel tread profile and SY8 wheel tread profile.

Further: the first wheel-rail contact feature, the second wheel-rail contact feature and the third wheel-rail contact feature all include the initial wheel-rail contact point position, contact point distribution, contact bandwidth size, contact stress size, contact angle and etc. Effective taper.

Further: the standards in the step S11 include GB5599-85 standard, UIC518 standard, UIC513 standard and EN12299 standard.

The beneficial effects of the present invention are: the present invention adopts a multi-layer optimization cycle design method, and can design the wheel tread profile of variable gauge bogies applicable to different gauges and different rail bottom slopes at the same time. The designed wheel tread profile can not only ensure the initial equivalent taper design target, but also have good sensitivity to wheel-rail geometric parameters and vehicle dynamic performance that meets the requirements of the standard.

Description of drawings

Fig. 1 is a flowchart of the present invention;

Fig. 2 is the geometric parameter schematic diagram of wheel rail among the present invention;

Fig. 3 is a schematic diagram of wheel tread design in the present invention;

Fig. 4 is a schematic diagram of the differences in the profiles of different types of rail profiles in the present invention;

Fig. 5 is a schematic diagram of the wheel tread profile designed in the present invention;

Fig. 6 is a schematic diagram of the wheel-rail contact relationship designed when the bottom slope of the middle rail of the present invention is 1/20;

Fig. 7 is a schematic diagram of the wheel-rail contact relationship designed when the bottom slope of the middle rail is 1/40 in the present invention.

Detailed ways

The specific embodiments of the present invention are described below so that those skilled in the art can understand the present invention, but it should be clear that the present invention is not limited to the scope of the specific embodiments. For those of ordinary skill in the art, as long as various changes Within the spirit and scope of the present invention defined and determined by the appended claims, these changes are obvious, and all inventions and creations using the concept of the present invention are included in the protection list.

As shown in Figure 1, a method for designing the wheel tread profile of a variable-gauge bogie includes the following steps:

S1. Set the initial contact position of the wheel and rail;

The initial contact position of the wheel-rail is to place the wheel on the track when the wheel set does not move laterally, and the distance between the contact point between the wheel tread and the rail surface and the center of the track is -5 to 15 mm.

S2, select the profile of the rail surface, and set its rail bottom slope to 1/20;

The rail profile includes CHN60 rail profile, 60D rail profile, P65 rail profile and 60R2 rail profile. Among them, CHN60 is the Chinese standard 60 rail profile, 60D is the Chinese pre-polished rail profile, P65 is the Russian rail profile, and 60R2 is the European rail track profile.

S3. According to the initial contact position of the wheel-rail and the profile of the rail surface, calculate the design parameters of the wheel tread through the reverse optimization design algorithm of the wheel tread, and obtain the profile of the wheel tread according to the design parameters of the wheel tread;

Wheel tread profiles include LMA wheel tread profile, LMB_10 wheel tread profile, S1002CN wheel tread profile, XP55 wheel tread profile, LM wheel tread profile, S1002 wheel tread profile, S3G wheel tread profile and SY8 wheel tread profile Contour. Among them, LMA, LMB_10, S1002CN, XP55, and LM are five wheel tread profiles in China, S3G is the wheel tread profile of the Russian Peregrine train, and SY8 is the domestic low-floor wheel tread profile.

When the LMA wheel tread profile matches the CHN60 rail profile, the equivalent dimension is 0.04, and when the S1002CN wheel tread profile matches the CHN60 rail profile, the equivalent dimension is 0.17.

As shown in Figure 2, R _L and R _R are the radii of the left and right wheels, L _W is half the distance between the nominal rolling circle radii of the two wheels, θ is the side roll angle of the wheel pair; L _R is half the gauge; bottom slope; b is the vertical distance of the measuring point on the rail surface. Among them, the nominal rolling circle spacing of the standard wheel set has values such as 1493, 1500, 1520 and 1580mm, the wheel diameter ranges from 780 to 920mm, the gauge values include 1000, 1435 and 1520mm, and the gauge measurement point positions range from 14mm to 16mm , the values of rail bottom slope are 1/20 and 1/40.

The formula of wheel tread inverse optimization design algorithm is:

In the above formula, y is the abscissa of the wheel tread, z is the vertical coordinate of the wheel tread, and g is the optimization target of the minimum error, The designed wheel tread profile, Δf _w (y) is the difference between the reference wheel tread profile f _w (y) and the designed wheel tread profile, R _L (s) and R _R (s) are the wheel set lateral movement s is the radius difference between the contact points of the left and right wheels, Δs is the lateral movement step length of the wheelset, ΔR(s) is the change in wheel diameter difference between the lateral movement steps of the connected wheelset, and μ is the difference between the left and right wheel treads of ΔR(s) The distribution coefficient between the wheel diameter difference ΔR _L (s) and ΔR _R (s), θ is the control coefficient of the slope change rate between adjacent points on the left wheel tread, κ is the designed slope of the left wheel tread, and are the vertical coordinates of the designed left and right wheel treads respectively, y _max is the maximum value of the abscissa coordinates of the wheel treads, y _min is the minimum value of the abscissa coordinates of the wheel treads, R(s) is the wheel diameter difference when the wheelset moves laterally s, R( s-Δs) is the wheel diameter difference when the wheel set lateral displacement s-Δs, is the slope of the left wheel tread at the contact point of the rail surface when the wheel set traverses s-Δs, and z ₀ is the vertical position of the tread corresponding to the initial wheel set traverse amount y ₀ .

The formula for calculating the wheel diameter difference R(s) when the wheel set traverses s is:

R(s)=2s*E(s)

In the above formula, E(s) is the equivalent taper curve of the initial contact point of the wheel and rail.

Due to the limited range of the input wheel diameter difference curve R(s), only part of the wheel tread coordinate points can be deduced in reverse, as shown in the tread design part of Figure 3.

S4, calculating the first wheel-rail contact feature of the wheel tread profile;

S5. Judging whether the equivalent taper in the first wheel-rail contact feature meets the standard equivalent taper, if so, enter step S6, otherwise return to step S2;

S6. The rail bottom slope of the rail surface profile is set to 1/40, the rail surface profile is matched with the wheel tread profile, and the second wheel-rail contact feature is calculated;

S7, judging whether the equivalent taper in the second wheel-rail contact feature meets the standard equivalent taper, if so, enter step S8, otherwise return to step S2;

S8, calculating the third wheel-rail contact characteristics of the wheel tread profile under different gauges and different rail bottom slopes;

The variation ranges of different gauges are 1425～1445mm and 1510～1530mm, which are calculated according to 1mm, and the variation ranges of different rail bottom slopes are calculated according to 1/10, 1/15, 1/20...1/50.

S9, judging whether the equivalent taper in the third wheel-rail contact feature meets the standard equivalent taper, if so, enter step S10, otherwise return to step S2;

S10, bringing the wheel tread profile into the dynamic simulation model for simulation verification;

S11. Determine whether the simulation verification result meets the standard, if yes, output the wheel tread profile, otherwise return to step S2.

Standards include GB5599-85 standard, UIC518 standard, UIC513 standard and EN12299 standard.

The first wheel-rail contact feature, the second wheel-rail contact feature and the third wheel-rail contact feature all include the initial wheel-rail contact point position, contact point distribution, contact width, contact stress, contact angle and equivalent taper.

Taking the LMA type wheel tread as an example to adapt to different gauges and rail surface profiles under the rail bottom slope, different types of rail profiles have obvious differences, as shown in Figure 4. From Figure 4, it can be seen that the P65 rail surface is the widest , the track gauge angle is more prominent, and the UIC60E2 rail top is the most prominent. The designed wheel tread profile is shown in Fig. 5. The designed wheel-rail contact diagrams are shown in Fig. 6 and Fig. 7.

The equivalent taper matching different rail surfaces under different gauges and rail bottom slopes can meet the requirements at the same time, as shown in Table 1.

Table 1 Design tread equivalent taper under different rail surfaces and rail bottom slopes

It can be seen from the above table that when the designed wheel tread is matched with CHN60, UIC60E1, UIC60E2 and P65 rail surfaces, the range of equivalent taper variation is small.

The present invention systematically studies the wheel-rail contact relationship of the variable inner gauge wheel set under various gauge track system environments, and deeply analyzes the wheel-rail contact under the conditions of different gauges, rail bottom slopes, rail profiles, and wheel treads Features, such as wheel set equivalent taper, contact point pair distribution, contact bandwidth and contact stress, etc., a method for wheel tread profile design of variable gauge bogies is proposed. This method is aimed at the wheel-rail contact characteristics of variable-gauge track, that is, the change of the wheel-rail contact relationship when the gauge changes from the standard gauge of 1435mm to the wide gauge of 1520mm, and the rail bottom slope changes from 1/40 to 1/20. The reverse optimal design method of the tread surface, choose the wheel-rail contact state when the gauge is 1520mm and the rail bottom slope 1/20 as the design basis, and take the given wheel diameter difference shape and the initial contact point position of the wheel and rail as the design goal, after the optimal design wheel tread profile. The track with a gauge of 1435mm and a 1/40 rail bottom slope is used to check the wheel-rail contact state and vehicle dynamic performance of the designed wheel tread profile. The results show that the wheel tread profile designed by this method can well adapt to the tracks with different gauges and rail bottom slopes, and the dynamic performance of the vehicle can maintain excellent dynamic performance and high critical speed, which solves the problem of track change The problem of the adaptability of the bogie EMU to run under different gauges and rail bottom slopes. The present invention proposes a design method for the wheel tread profile of variable-gauge bogies for high-speed EMUs, which solves the problem that the wheel treads of variable-gauge bogies can adapt to tracks such as 1435mm and 1520mm gauges and 1/40 and 1/20 rail bottom slopes. problem.

Claims (8)

1. a kind of gauge-changeable bogie wheel tread profile design method, which comprises the following steps:

S1, the initial contact location that wheel track is set；

S2, rail level profile is chosen, and sets 1/20 for its rail cant；

S3, initial contact location and rail level profile according to wheel track calculate wheel by wheel tread Reverse optimization algorithm for design Tyre tread design parameter, and wheel tread profile is obtained according to wheel tread design parameter；

S4, the first wheel track contact characteristic for calculating wheel tread profile；

S5, judge whether the Equivalent conicity in the first wheel track contact characteristic complies with standard Equivalent conicity, if then entering step S6, Otherwise return step S2；

S6,1/40 is set by the rail cant of rail level profile, rail level profile is matched with wheel tread profile, calculate the second wheel track Contact characteristic；

S7, judge whether the Equivalent conicity in the second Wheel Rail Contact feature complies with standard Equivalent conicity, if then entering step S8, Otherwise return step S2；

S8, third wheel track contact characteristic of the wheel tread profile under different gauges and different rail cants is calculated；

S9, judge whether the Equivalent conicity in third wheel track contact characteristic complies with standard Equivalent conicity, if then entering step S10, otherwise return step S2；

S10, it wheel tread profile is brought into carries out simulating, verifying in Dynamics Simulation Model；

S11, judge whether simulation results meet standard, if then exporting the wheel tread profile, otherwise return step S2.

2. gauge-changeable bogie wheel tread profile design method according to claim 1, which is characterized in that the step In S1 the initial contact location of wheel track be wheel to it is no traversing when wheel placed in orbit, wheel tread and rail level connect Distance range of the contact away from orbit centre is -5~15mm.

3. gauge-changeable bogie wheel tread profile design method according to claim 1, which is characterized in that the step Rail level profile includes CHN60 rail level profile, 60D rail level profile, P65 rail level profile and 60R2 rail level profile in S2.

4. gauge-changeable bogie wheel tread profile design method according to claim 1, which is characterized in that the step Wheel tread Reverse optimization algorithm for design formula in S3 are as follows:

In above formula, y is wheel tread abscissa, and z is the vertical coordinate of wheel tread, and g is error minimum optimization aim,Design Wheel tread profile, Δ f_wIt (y) is reference wheel tyre tread profile f_w(y) with design wheel tread profile difference, R_L(s) and R_RIt (s) is respectively the semidiameter for taking turns left and right wheels contact point when to traversing s, Δ s is wheel to traversing step-length, and Δ R (s) is to be connected to take turns Between the variable quantity of wheel footpath difference traversing step-length, μ is Δ R (s) in left and right sides wheel tread wheel footpath difference Δ R_L(s) and Δ R_R(s) between Distribution coefficient, θ slope variation rate control coefrficient between left side wheel tyre tread consecutive points, κ are the left side wheel tyre tread slope of design,WithThe vertical coordinate of the left and right sides wheel tread respectively designed, y_maxFor wheel tread abscissa maximum value, y_minFor wheel Tyre tread abscissa minimum value, R (s) are that wheel footpath when taking turns to traversing s is poor, and (s- Δ s) is wheel footpath when taking turns to traversing amount s- Δ s to R Difference,For slope of the left side wheel tyre tread when wheel is to traversing s- Δ s at rail level contact point, z₀Initially to take turns to traversing Measure y₀Corresponding tyre tread vertical position.

5. gauge-changeable bogie wheel tread profile design method according to claim 4, which is characterized in that the wheel pair The calculation formula of wheel footpath difference R (s) when traversing s are as follows:

R (s)=2s*E (s)

In above formula, E (s) is the Equivalent conicity curve of wheel track initial contact point.

6. gauge-changeable bogie wheel tread profile design method according to claim 1, which is characterized in that the step In S3 wheel tread profile include LMA wheel tread profile, LMB_10 wheel tread profile, S1002CN wheel tread profile, XP55 wheel tread profile, LM wheel tread profile, S1002 wheel tread profile, S3G wheel tread profile and SY8 wheel pedal Face profile.

7. gauge-changeable bogie wheel tread profile design method according to claim 1, which is characterized in that described first Wheel Rail Contact feature, the second Wheel Rail Contact feature and third wheel track contact characteristic include wheel track initial contact point position, contact Point distribution, contact amount of bandwidth, contact stress size, contact angle and Equivalent conicity.

8. gauge-changeable bogie wheel tread profile design method according to claim 1, which is characterized in that the step S11 Plays include GB5599-85 standard, UIC518 standard, UIC513 standard and EN12299 standard.