| 高速动车组车轮踏面磨耗特征分析 |
| |
| 引用本文： | 徐凯,李芾,安琪,毛文慧.高速动车组车轮踏面磨耗特征分析[J].西南交通大学学报,2021,56(1):92-100. |
| |
| 作者姓名： | 徐凯 李芾 安琪 毛文慧 |
| |
| 基金项目： | 国家重点研发计划（2016YFB1200501） |
| |
| 摘 要： | 为研究不同类型高速动车组车辆车轮踏面磨耗特征，探寻车轮发生磨耗后车辆运行性能的演变，以运行在武广客专上的CRH380A和CRH380B型动车组为研究对象，在线路数据统计的基础上，基于SIMPACK建立的高速动车组模型和编制的轮轨磨耗程序，对两类动车组车辆在一个镟修周期内的车轮磨耗特性及其对车辆运行性能的影响进行分析. 结果表明，该线路上运营的动车组车辆车轮磨耗特征主要表现为踏面凹槽磨耗，且CRH380A型动车组车轮踏面磨耗程度更为严重；在一个镟修周期内，由于车辆设计理念的差异，CRH380A型动车组车轮磨耗特征表现为磨耗范围较窄但磨耗深度较大，凹槽磨耗较为明显，而CRH380B型动车组则表现为磨耗范围较宽但磨耗深度较小，磨耗较为均匀；在运行2.5 × 105 km里程内，新轮状态下的CRH380A型动车组运行稳定性明显优于CRH380B型动车组，但在运营里程超过1.0 × 105 km后，由于受到车轮磨耗的影响，运行稳定性较CRH380B型动车组恶劣；同时，CRH380A型动车组车体最大振动加速度和平稳性指标分别为0.52 m/s2和2.26，均优于CRH380B型动车组的0.58 m/s2和2.38，但CRH380A型动车组脱轨系数和轮重减载率均为0.35，均大于CRH380B型动车组的0.14和0.28. 因此，在整个运行周期内，CRH380A型动车组车辆运行平稳性优于CRH380B型动车组，但运行安全性较CRH380B型动车组恶劣.
|
| 关 键 词： | 高速动车组 车轮踏面 磨耗 车辆系统动力学 运行性能 |
| 收稿时间： | 2019-04-02 |
Wheel Tread Wear Characteristics of High-Speed Electric Multi-Units |
| |
| XU Kai,LI Fu,AN Qi,MAO Wenhui.Wheel Tread Wear Characteristics of High-Speed Electric Multi-Units[J].Journal of Southwest Jiaotong University,2021,56(1):92-100. |
| |
| Authors: | XU Kai LI Fu AN Qi MAO Wenhui |
| |
| Abstract: | In order to study the wheel tread wear characteristics of different types of high-speed electric multi-units (EMU) vehicles, and to explore vehicle performance evolution in the period of wheel wear, the CRH380A and CRH380B EMU running on Wuhan–Guangzhou passenger dedicated line are targeted. Based on the line data statistics, the high-speed EMU models by SIMPACK and the rail wear program, the wheel wear characteristics of two types of EMU vehicles and wear impact on vehicle running performance are analyzed in a turning repair cycle. The results show that the EMU on this dedicated line mostly show the tread hollow wear, and the wheel tread wear of the CRH380A EMU is more serious. In a turning repair cycle, due to the differences in the design concepts of the two types of EMU vehicles, the CRH380A EMU shows a narrower wear range, greater wear depth, and more obvious hollow wear; however, the CRH380B EMU shows a wider wear range, smaller wear depth, and more uniform wear. Within the operating distance of 250000 km, the running stability of the CRH380A EMU with the new wheels is obviously better than the CRH380B EMU, but when the distance exceeds 100000 km, due to the wheel wear, the running stability of the CRH380A EMU is worse than that of the CRH380B EMU. The maximum vibration acceleration and riding index of CRH380A EMU are 0.52 m/s2 and 2.26, respectively, which are better than 0.58 m/s2 and 2.38 of CRH380B EMU, but its derailment coefficient and wheel load reduction rate are both 0.35, which are greater than 0.14 and 0.28 of the CRH380B EMU. Therefore, during the entire operation cycle, the riding comfort of the CRH380A EMU is better than the CRH380B EMU, but its operation safety is worse than that of the CRH380B EMU. |
| |
| Keywords: | |
|
| 点击此处可从《西南交通大学学报》浏览原始摘要信息 |
|
点击此处可从《西南交通大学学报》下载全文 |
|
