Volume 21 Issue 3
Aug.  2021
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YANG Guang-xue, LI Shuang, ZHANG Zi-fan, LI Qiu-ze, CHEN Liang. Effects of suspension parts at end of high-speed EMUs bogies on frame stress[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 300-310. doi: 10.19818/j.cnki.1671-1637.2021.03.022
Citation: YANG Guang-xue, LI Shuang, ZHANG Zi-fan, LI Qiu-ze, CHEN Liang. Effects of suspension parts at end of high-speed EMUs bogies on frame stress[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 300-310. doi: 10.19818/j.cnki.1671-1637.2021.03.022
shu

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

doi: 10.19818/j.cnki.1671-1637.2021.03.022
  • 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

  • Received Date: 2021-01-07
    Available Online: 2021-08-27
  • Publish Date: 2021-08-27
    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.

     

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