Gearbox, as the crucial transmission equipment of high-speed train drive system, bears mainly the impact of wheel-rail excitation during its application, resulting in fatigue failure of the housing structure. In order...Gearbox, as the crucial transmission equipment of high-speed train drive system, bears mainly the impact of wheel-rail excitation during its application, resulting in fatigue failure of the housing structure. In order to analyze the vibration characteristics of the high-speed train gearbox housing, a test had been performed under operating condition on Wuhan-Guangzhou High-Speed Railway, where a host of vibration characteristics of different parts of housing had been obtained, and vibration signals had also been comparatively analyzed using acceleration amplitude spectrum and equivalent acceleration amplitude method. The result showed that the vibration level of the measuring point A on the joint part of the gearbox housing and axle bearing block was higher than that of the measuring point B on the upper part of the gearbox housing, both horizontally and vertically. And there existed attenuation during the transmission process of vibration from point A to Point B. Further, when a train was moving at a high speed, the gearbox vibration at the head carriage was better than that at the tail carriage. In addition, when a train slowed down from 300 km/h to 200 km/h, the horizontal equivalent acceleration amplitude dropped by 58% while the vertical one declined by 62%. Equivalent acceleration amplitude method was used to identify the vibration relations among different parts of housing, and the validity and applicability of this method were verified by data analysis. The study provided reference to ensure the operating safety of high-speed train drive system and design of new housing structure.展开更多
Purpose–In order to systematically grasp the changes and matching characteristics of wheel and rail profiles of high speed railway(HSR)in China,172 rail profile measurement points and 384 wheels of 6 high-speed elect...Purpose–In order to systematically grasp the changes and matching characteristics of wheel and rail profiles of high speed railway(HSR)in China,172 rail profile measurement points and 384 wheels of 6 high-speed electric motive unites(EMUs)were selected on 6 typical HSR lines,including Beijing–Shanghai,Wuhan–Guangzhou,Harbin–Dalian,Lanzhou–Xinjiang,Guiyang–Guangzhou and Dandong–Dalian for a two-year field test.Design/methodology/approach–Based on the measured data,the characteristics of rail and wheel wear were analyzed by mathematical statistics method.The equivalent conicity of wheel and rail matching in a wheel reprofiling cycle was analyzed by using the measured rail profile.Findings–Results showed that when the curve radius of HSR was larger than 2,495 m,the wear rate of straight line and curve rail was almost the same.For the line with annual traffic gross weight less than 11 Mt,the vertical wear of rail was less than 0.01 mm.The wear rate of the rail with the curve radius less than 800 m increased obviously.The wheel tread wear of EMUs on Harbin–Dalian line,Lanzhou–Xinjiang line and Dandong–Dalian line was relatively large,and the average wear rate of tread was about 0.05–0.06 mm$(10,000 km)1,while that of Beijing–Shanghai line,Wuhan–Guangzhou line and Guiyang–Guangzhou line was about 0.03–0.035 mm$(10,000 km)1.When the wear range was small,the equivalent conicity increased with the increase of wheel tread wear.When the wear range of wheel was wide,the wheel–rail contact points were evenly distributed,and the equivalent conicity did not increase obviously.Originality/value–This research proposes the distribution range of the equivalent conicity in one reprofiling cycle of various EMU trains,which provides guidance for the condition-based wheel reprofiling.展开更多
The geometric shape of the wheel tread is mathematically expressed,and geometric parameters affecting the shape of the wheel were extracted as design variables.The vehicle dynamics simulation model was established bas...The geometric shape of the wheel tread is mathematically expressed,and geometric parameters affecting the shape of the wheel were extracted as design variables.The vehicle dynamics simulation model was established based on the vehicle suspension parameters and track conditions of the actual operation,and the comprehensive dynamic parameters of the vehicle were taken as the design objectives.The matching performance of the wheel equivalent conicity with the vehicle and track parameters was discussed,and the best equivalent conicity was determined as the constraint condition of the optimization problem;a numerical calculation program is written to solve the optimization model based on a multi-population genetic algorithm.The results show that the algorithm has a fast calculation speed and good convergence.Compared with the LM profile,the two optimized profiles effectively reduce the wheelset acceleration and improve the lateral stability of the bogie and vehicle stability during straight running.Due to the optimized profile increases the equivalent conicity under larger lateral displacement of the wheelset,the lateral wheel-rail force,derailment coefficient,wheel load reduction rate,and wear index are reduced when the train passes through the curve line.This paper provides a feasible way to ensure the speed-up operation of a freight train.展开更多
文摘Gearbox, as the crucial transmission equipment of high-speed train drive system, bears mainly the impact of wheel-rail excitation during its application, resulting in fatigue failure of the housing structure. In order to analyze the vibration characteristics of the high-speed train gearbox housing, a test had been performed under operating condition on Wuhan-Guangzhou High-Speed Railway, where a host of vibration characteristics of different parts of housing had been obtained, and vibration signals had also been comparatively analyzed using acceleration amplitude spectrum and equivalent acceleration amplitude method. The result showed that the vibration level of the measuring point A on the joint part of the gearbox housing and axle bearing block was higher than that of the measuring point B on the upper part of the gearbox housing, both horizontally and vertically. And there existed attenuation during the transmission process of vibration from point A to Point B. Further, when a train was moving at a high speed, the gearbox vibration at the head carriage was better than that at the tail carriage. In addition, when a train slowed down from 300 km/h to 200 km/h, the horizontal equivalent acceleration amplitude dropped by 58% while the vertical one declined by 62%. Equivalent acceleration amplitude method was used to identify the vibration relations among different parts of housing, and the validity and applicability of this method were verified by data analysis. The study provided reference to ensure the operating safety of high-speed train drive system and design of new housing structure.
基金supported by the China Academy of Railway Sciences Corporation Limited(Grant no.2019YJ162).
文摘Purpose–In order to systematically grasp the changes and matching characteristics of wheel and rail profiles of high speed railway(HSR)in China,172 rail profile measurement points and 384 wheels of 6 high-speed electric motive unites(EMUs)were selected on 6 typical HSR lines,including Beijing–Shanghai,Wuhan–Guangzhou,Harbin–Dalian,Lanzhou–Xinjiang,Guiyang–Guangzhou and Dandong–Dalian for a two-year field test.Design/methodology/approach–Based on the measured data,the characteristics of rail and wheel wear were analyzed by mathematical statistics method.The equivalent conicity of wheel and rail matching in a wheel reprofiling cycle was analyzed by using the measured rail profile.Findings–Results showed that when the curve radius of HSR was larger than 2,495 m,the wear rate of straight line and curve rail was almost the same.For the line with annual traffic gross weight less than 11 Mt,the vertical wear of rail was less than 0.01 mm.The wear rate of the rail with the curve radius less than 800 m increased obviously.The wheel tread wear of EMUs on Harbin–Dalian line,Lanzhou–Xinjiang line and Dandong–Dalian line was relatively large,and the average wear rate of tread was about 0.05–0.06 mm$(10,000 km)1,while that of Beijing–Shanghai line,Wuhan–Guangzhou line and Guiyang–Guangzhou line was about 0.03–0.035 mm$(10,000 km)1.When the wear range was small,the equivalent conicity increased with the increase of wheel tread wear.When the wear range of wheel was wide,the wheel–rail contact points were evenly distributed,and the equivalent conicity did not increase obviously.Originality/value–This research proposes the distribution range of the equivalent conicity in one reprofiling cycle of various EMU trains,which provides guidance for the condition-based wheel reprofiling.
基金The present work was supported by Sichuan Science and Technology Program(2020YJ0308 and 2021YJ0026).
文摘The geometric shape of the wheel tread is mathematically expressed,and geometric parameters affecting the shape of the wheel were extracted as design variables.The vehicle dynamics simulation model was established based on the vehicle suspension parameters and track conditions of the actual operation,and the comprehensive dynamic parameters of the vehicle were taken as the design objectives.The matching performance of the wheel equivalent conicity with the vehicle and track parameters was discussed,and the best equivalent conicity was determined as the constraint condition of the optimization problem;a numerical calculation program is written to solve the optimization model based on a multi-population genetic algorithm.The results show that the algorithm has a fast calculation speed and good convergence.Compared with the LM profile,the two optimized profiles effectively reduce the wheelset acceleration and improve the lateral stability of the bogie and vehicle stability during straight running.Due to the optimized profile increases the equivalent conicity under larger lateral displacement of the wheelset,the lateral wheel-rail force,derailment coefficient,wheel load reduction rate,and wear index are reduced when the train passes through the curve line.This paper provides a feasible way to ensure the speed-up operation of a freight train.
