高速动车组转向架端部悬挂件对构架应力的影响

杨广雪; 李爽; 张子璠; 李秋泽; 谌亮

doi:10.19818/j.cnki.1671-1637.2021.03.022

高速动车组转向架端部悬挂件对构架应力的影响

doi: 10.19818/j.cnki.1671-1637.2021.03.022

1.
北京交通大学机械与电子控制工程学院，北京 100044
2.
中车青岛四方机车车辆股份有限公司，山东青岛 266111
3.
中车长春轨道客车股份有限公司，吉林长春 130062

基金项目:

国家自然科学基金项目 12072020

详细信息

作者简介:
杨广雪(1982-)，男，山东泰安人，北京交通大学副教授，工学博士，从事轨道车辆结构可靠性研究

中图分类号: U270.33
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- 被引次数: 0
出版历程
- 收稿日期: 2021-01-07
- 网络出版日期: 2021-08-27
- 刊出日期: 2021-08-27

Effects of suspension parts at end of high-speed EMUs bogies on frame stress

1.
School of Mechanical, Electronic and Control Engineering, Beijing Jiaotong University, Beijing 100044, China
2.
CRRC Qingdao Sifang Co., Ltd., Qingdao 266111, Shandong, China
3.
CRRC Changchun Railway Vehicles Co., Ltd., Changchun 130062, Jilin, China

Funds:

National Natural Science Foundation of China 12072020

More Information

Author Bio:
YANG Guang-xue(1982-), male, associate professor, PhD, gxyang@bjtu.edu.cn

摘要

摘要: 为了探究高速动车组转向架端部悬挂件对构架应力的影响规律，依据UIC 615-4标准，对转向架构架与端部悬挂件进行了有限元仿真，校核了构架疲劳强度；开展了实际运营条件下的跟踪测试试验，分析了不同位置测点应力的时、频域特征，计算了等效损伤；结合模态计算探讨了转向架端部悬挂件对构架侧梁端部应力状态产生较大影响的成因。分析结果表明：依据标准计算的弹簧帽筒区域的疲劳强度满足要求；远离辅助安装座区域的弹簧帽筒测点，实测最大等效损伤为0.01，靠近辅助安装座区域的弹簧帽筒测点，实测最大等效损伤为0.45，明显高于远离辅助安装座区域的测点；对于靠近辅助安装座区域的弹簧帽筒测点中，弹簧帽筒外侧测点即更靠近辅助安装座区域测点的等效损伤均高于内侧测点，二者等效损伤最大相差84.16%；实测数据存在38 Hz的主频，与辅助安装座和构架连接整体的第4阶模态接近，结合实测数据时频分析结果证明，车辆行驶与轨道不平顺波长共同作用产生的激扰，激起了辅助安装座和构架连接整体的第4阶模态，发生P₂共振导致弹簧帽筒区域产生过大应力。
- 高速动车组 /
- 转向架构架 /
- 辅助安装座 /
- 有限元分析 /
- 频域分析 /
- 短时傅里叶变换 /
- 共振
Abstract: To explore the effects of suspension parts at the end of high-speed EMUs bogies on frame stress, the finite element simulations of bogie frames and end suspension parts were performed in accordance with the UIC 615-4 standard, and the fatigue strength of the frame was investigated. A tracking test was performed under actual operating conditions. The time- and frequency-domain characteristics of the stress at the measuring points at different locations were analyzed, and the equivalent damage was calculated. Through modal calculation, the causes of the significant influences of bogie-end suspension parts on the stress state of the frame side beam end were identified. Analysis results show that the fatigue strength of the spring cap area, which is calculated according to the standard, meets the requirements. The maximum measured equivalent damage at the measuring points of the spring cap far from the auxiliary mounting seat area is 0.01. The maximum measured equivalent damage at the measuring points of the spring cap close to the auxiliary mounting seat area is 0.45, which is significantly higher than that at the measuring points far from the auxiliary mounting seat area. For measuring points of the spring cap close to the auxiliary mounting seat area, the equivalent damage at the measuring points on the outer side of the spring cap, such as those closer to the auxiliary mounting seat area, is higher than that on the inner side, and the maximum difference between the two equivalent damage values is 84.16%. The measured data have a dominant frequency of 38 Hz, which is close to the fourth-order mode of the combination of the auxiliary mounting seat and bogie frame. Combining these observations with the time-frequency analysis of the measured data, it can be deduced that the excitation generated by the combined action of vehicle driving and track irregularity-related wavelengths excites the fourth-order mode of the combination of the auxiliary mounting seat and bogie frame, moreover P₂ resonance occurs, resulting in excessive stress in the spring cap area. 2 tabs, 22 figs, 30 refs.
- high-speed EMUs /
- bogie frame /
- auxiliary mounting seat /
- FEA /
- frequency-domain analysis /
- STFT /
- resonance

HTML全文

图 1 转向架构架有限元模型

Figure 1. Finite element model of bogie frame

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图 2 辅助安装座有限元模型

Figure 2. Finite element model of auxiliary mounting seat

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图 3 辅助安装座和转向架构架整体有限元模型

Figure 3. Finite element model of combination of auxiliary mounting seat and bogie frame

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图 4 弹簧帽筒区域应力幅

Figure 4. Stress amplitudes of spring cap

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图 5 构架焊接接头的Goodman图及疲劳强度评估

Figure 5. Goodman drawing and fatigue strength assessment of frame welded joints

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图 6 构架母材的Goodman图及疲劳强度评估

Figure 6. Goodman drawing and fatigue strength assessment of frame base material

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图 7 被试车辆与转向架位置

Figure 7. Positions of test vehicle and bogie

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图 8 测点位置

Figure 8. Positions of measuring points

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图 9 传感器安装

Figure 9. Sensor installation

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图 10 不同线路的弹簧帽筒等效损伤

Figure 10. Equivalent damages of spring cap in different lines

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图 11 镟轮前后损伤对比

Figure 11. Comparison of damages before and after wheel reprofile

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图 12 不同测点的同一时段应力-时间曲线

Figure 12. Stress-time curves of different measuring points at same time period

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图 13 不同测点的幅值谱

Figure 13. Amplitude spectrums of different measuring points

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图 14 镟轮前后测点2-D31的应力-时间曲线

Figure 14. Stress-time curves of measuring point 2-D31 before and after wheel reprofile

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图 15 镟轮前后测点2-D31的幅值谱

Figure 15. Amplitude spectrums of measuring point 2-D31 before and after wheel reprofile

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图 16 区间1列车速度曲线

Figure 16. Train speed curve in interval 1

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图 17 区间2列车速度曲线

Figure 17. Train speed curve in interval 2

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图 18 区间1测点2-D31时频谱

Figure 18. Time-frequency spectrum of measuring point 2-D31 in interval 1

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图 19 区间2测点2-D31时频谱

Figure 19. Time-frequency spectrum of measuring point 2-D31 in interval 2

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图 20 构架自由模态振型

Figure 20. Free mode vibration shapes of frame

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图 21 辅助安装座约束模态振型

Figure 21. Constrained mode vibration shapes of auxiliary mounting seat

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图 22 辅助安装座和转向架整体自由模态振型

Figure 22. Free mode vibration shapes of combination of auxiliary mounting seat and bogie frame

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表 1 构架材料机械性能

Table 1. Mechanical properties of frame material MPa

类型	牌号	抗拉强度	屈服强度	疲劳极限
板材	S355J2W	470	355	130(母材)/85(焊接接头)

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表 2 3种不同有限元模型1~6阶模态对应频率

Table 2. Frequencies of 1-6 modes of three different finite element models Hz

阶次	1	2	3	4	5	6
单独转向架构架	34.98	59.12	74.31	78.22	95.44	106.62
单独辅助安装座	44.21	50.48	180.82	263.88	326.22	374.85
构架和安装座整体	26.47	29.56	33.67	40.10	41.56	56.64

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