Comparative Study on the Curving Performance of Chinese Railway Heavy Haul Freight Bogies
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摘要: 为比较我国研制的27 t轴重侧架交叉支撑转向架和副构架径向转向架的低动力作用性能，基于车辆-轨道耦合动力学理论和两种转向架的具体结构，分别建立了车辆-轨道耦合动力学模型，应用车辆与线路最佳匹配设计方法，对两种转向架的曲线通过性能进行了仿真计算，并以轮对摇头角、轮轨横向力和轮轨磨耗功等参数与传统转向架进行了对比分析. 仿真结果表明：在曲线半径小于800 m 线路上，相对传统转向架，两种转向架能有效降低轮轨动力作用，且副构架径向转向架降低轮轨磨耗更具优势；但随曲线半径增大和受线路不平顺影响，径向转向架的径向作用会逐渐弱化；当曲线半径超过1 000 m后，两者的轮轨磨耗基本相当，即利用径向转向架来降低轮轨磨耗的效果不明显.Abstract: The low dynamic interaction performance of the 27 t axle load cross-braced bogie and the sub-frame radial bogie developed in China were compared in order to study their curving performance. Based on the theory of vehicle-track coupling dynamics and the actual structures of the two bogies, two vehicle-track coupling dynamic models were established separately. The optimum matching design method was adopted, and the curving performance of the two bogies were simulated. This method included parameters such as yaw of wheel-set, lateral force, and wear power to evaluate the curving performance, and the results were compared with the conventional three-piece bogie. The simulation results indicate that, on a curved track with a radius of less than 800 m, compared to the conventional three-piece bogie, both the bogies developed in China can lower the dynamic interaction. Furthermore, the sub-frame radial bogie has the advantage of reducing wheel/rail wear. However, with the increase in curve radius and excitation of track irregularities, the radial action of the sub-frame radial bogie weakens gradually. However, when the curve radius is greater than 1000 m, the wheel/rail wear of both bogies are equal, which means that using radial bogies to reduce wheel/rail wear has very little effect.
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图 1 侧架交叉支撑装置和副构架连接交叉拉杆的二维刚度模拟
Figure 1. 2D stiffness models of the side-frame cross braced appliance and sub-frame connecting cross-bar
图 2 R600 m曲线通过时的轮对摇头角比较（无线路不平顺激扰）
Figure 2. Comparisons of yaws of wheel-sets during negotiating R600 m curve (without track irregularity excitation)
图 3 各转向架前后轮对摇头角的差值比较（无线路不平顺激扰）
Figure 3. Comparison yaw D-value of the front and back wheel-sets of different bogies (without track irregularity excitation)
图 4 各转向架轮轨横向力比较（无线路不平顺激扰）
Figure 4. Comparison wheel/rail lateral force of different bogies (without track irregularity excitation)
图 5 各转向架轮轨磨耗功的比较（无线路不平顺激扰）
Figure 5. Comparison wheel/rail wear power of different bogies (without track irregularity excitation)
图 6 曲线半径对各转向架轮轨磨耗功的影响（有线路不平顺激扰）
Figure 6. Effects of curve radius on wheel/rail wear power of different bogies (with track irregularity excitation)
表 1 仿真计算工况
Table 1. Simulation working conditions
曲线半径/m 曲线外轨超高/mm 缓和曲线长/m 圆曲线长/m 车辆运行速度/（km•h–1） 线路激扰 400 150 90 40 80 考虑无线路不平顺激扰和中国三大重载提速干线谱激扰两种工况 600 120 90 40 80 800 150 60 40 100 1 000 120 40 40 100 1 200 100 40 40 100 1 500 80 40 40 100 
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表 2 车辆曲线通过的轮轨横向力极值和轮轨磨耗功均值（有线不平顺激扰）
Table 2. Peak values of lateral force and mean values of wear power while negotiating curve (with track irregularity excitation)
轮轨横向力和轮轨磨耗功 评价指标 普通三大件转向架 侧架交叉支撑转向架 副构架径向转向架 轮轨横向力最大值/kN 1位轮对外侧 52.67（33.74） 41.22（12.05） 52.38（15.21） 1位轮对内侧 40.7（26.11） 49.62（22.49） 43.73（15.31） 2位轮对外侧 39.66（12.05） 46.46（20.17） 44.71（19.74） 2位轮对内侧 40.64（5.03） 43.91（4.31） 38.38（4.47） 1、2位轮轨横向力之和 126.40（69.93） 128.37（58.39） 125.81（49.38） 轮轨磨耗功平均值/（N•m•m–1） 1位轮对外侧 56.06（52.93） 34.08（21.5） 24.50（12.83） 1位轮对内侧 46.50（40.98） 36.24（22.07） 28.42（10.75） 2位轮对外侧 24.33（15.05） 28.08（19.11） 14.66（3.54） 2位轮对内侧 24.91（16.42） 29.45（19.71） 18.01（2.15） 1、2位轮轨磨耗功合计 151.80（125.38） 127.86（82.39） 85.59（29.28） 注：括号中的数值是无线路激扰时的各对应值.
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