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改善轮轨接触状态的车轮型面几何设计方法

张剑,  王玉艳,  金学松,  崔大宾

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文章导航 > 交通运输工程学报  > 2011 >  11(1): 36-42
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张剑, 王玉艳, 金学松, 崔大宾. 改善轮轨接触状态的车轮型面几何设计方法[J]. 交通运输工程学报, 2011, 11(1): 36-42. doi: 10.19818/j.cnki.1671-1637.2011.01.007
引用本文: 张剑, 王玉艳, 金学松, 崔大宾. 改善轮轨接触状态的车轮型面几何设计方法[J]. 交通运输工程学报, 2011, 11(1): 36-42. doi: 10.19818/j.cnki.1671-1637.2011.01.007
shu
ZHANG Jian, WANG Yu-yan, JIN Xue-song, CUI Da-bin. Geometric design method of wheel profile for improving wheel and rail contact status[J]. Journal of Traffic and Transportation Engineering, 2011, 11(1): 36-42. doi: 10.19818/j.cnki.1671-1637.2011.01.007
Citation: ZHANG Jian, WANG Yu-yan, JIN Xue-song, CUI Da-bin. Geometric design method of wheel profile for improving wheel and rail contact status[J]. Journal of Traffic and Transportation Engineering, 2011, 11(1): 36-42. doi: 10.19818/j.cnki.1671-1637.2011.01.007
shu

改善轮轨接触状态的车轮型面几何设计方法

doi: 10.19818/j.cnki.1671-1637.2011.01.007
  • 1.

    西南交通大学 牵引动力国家重点实验室，四川 成都 610031

  • 2.

    大连交通大学 交通运输工程学院，辽宁 大连 116028

基金项目: 

国家自然科学基金项目 50875221

国家自然科学基金项目 50821063

国家973计划项目 2007CB714702

详细信息
    作者简介:

    张剑（1968-），男，甘肃宁县人，大连交通大学副教授，西南交通大学工学博士研究生，从事车辆动力学及轮轨关系研究

    金学松（1956-），男，江苏扬州人，西南交通大学教授，工学博士

  • 中图分类号: U211.5

Geometric design method of wheel profile for improving wheel and rail contact status

  • 1.

    Traction Power State Key Laboratory, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

  • 2.

    School of Traffic and Transportation Engineering, Dalian Jiaotong University, Dalian 116028, Liaoning, China

More Information
Article Text (Baidu Translation)

    摘要
  • 摘要: 改进了车轮型面设计方法, 给出了设计方法的解析数学表达式, 将轮对等效锥度与轮轨型面接触状态联系起来, 对设计实例进行了轮轨几何接触、非赫兹滚动接触和车辆动力学性能分析。研究结果表明: 轮轨接触点能够均匀分散分布; 由于接触斑面积增大约23%, 最大接触压力降低约21%, 使轮轨滚动接触应力降低了约20%;装备实例型面的车辆临界速度与LMA型面几乎相同, 由于轮对等效锥度略有提高使其曲线通过性能略好于后者。可见, 该方法可以改善轮轨接触状态, 有利于轮轨型面均匀磨耗及缓解轮轨滚动接触疲劳。

     

    Abstract: The geometric design method of wheel profile was improved, its analytic mathematic expressions were presented, which connected wheelset equivalent conicity and wheel and rail contact status. The wheel and rail contact geometry, non-Hertzian rolling contact and vehicle dynamics performance of design example were calculated. Analysis result indicates that wheel and rail geometric contact points become homodisperse. Due to contact patch area increases by about 23%, the maximum contact pressure decreases by about 21%, wheel and rail rolling contact stress decreases by 20% approximately. Vehicle equipped with the example profile has nearly the same critical speed with LMA wheel profile, and because wheelset equivalent conicity has a little bit increase, the example profile exhibites better curving performance than the latter. So the method can improve wheel and rail contact status, which is beneficial to wheel and rail wear spreading, and is helpful to mitigate wheel and rail rolling contact fatigue.

     

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  • 图  1  钢轨型面扩展法

    Figure  1.  Expansion method of rail profile

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    图  2  型面导数比较

    Figure  2.  Comparison of profile derivatives

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    图  3  ExpO3T11型面轮轨接触点对

    Figure  3.  Wheel and rail contact point pairs of ExpO3T11 profile

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    图  4  LMA型面轮轨接触点对

    Figure  4.  Wheel and rail contact point pairs of LMA profile

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    图  5  轮对滚动圆半径差

    Figure  5.  Difference of wheelset rolling radiuses

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    图  6  轮对等效锥度

    Figure  6.  Wheelset equivalent conicities

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    图  7  接触斑面积

    Figure  7.  Areas of contact patches

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    图  8  接触斑长短轴比

    Figure  8.  Length and width ratios of contact patches

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    图  9  接触斑最大接触压力

    Figure  9.  Maximum contact pressures of contact patches

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    图  10  轮轨最大等效接触应力

    Figure  10.  Maximum equivalent contact stresses of wheel and rail

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    图  11  LMA型面轮对横移量

    Figure  11.  Wheelset lateral displacements of LMA profile

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    图  12  ExpO3T11型面轮对横移量

    Figure  12.  Wheelset lateral displacements of ExpO3T11 profile

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  • 收稿日期:  2010-08-18
  • 刊出日期:  2011-02-25

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