Optimization of JM3 Wheel Profile Considering Equivalent Conicity Dispersion
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摘要:
轮轨匹配对轨道车辆动力学性能有着重要影响，针对现行标准JM3车轮型面与国内不同类型钢轨廓形匹配时等效锥度差异过大，以及在大轨底坡条件下匹配打磨钢轨时因等效锥度过低而引发机车晃车的问题，本文以减小车轮型面在不同轨底坡条件下与CN60型和CN60N型2种钢轨匹配对应的等效锥度离散度为优化目标，采用圆弧、直线组合的车轮型面描述方法，应用NSGA-Ⅱ遗传算法优化滚动圆附近两段圆弧圆心横向位置参数，对JM3型面进行优化，并对优化前后的车轮型面进行轮轨接触特性和机车动力学性能仿真对比分析. 结果表明：优化型面在与上述钢轨匹配时，轮对3 mm横移量处的名义等效锥度均在0.1左右，显著降低原JM3踏面等效锥度离散度，提高了车轮型面对不同钢轨廓形和线路条件的适应性；同时，优化后的型面对应机车蛇行稳定性、横向平稳性、曲线通过性能和磨耗性能指标较原型面均得到提升，消除了特定线路机车的低频晃车现象.
Abstract:Wheel-rail profile compatibility has an important influence on the dynamic performance of rail vehicles. The present standard JM3 wheel profile has a large difference in equivalent conicity when it is matched with different types of rail profiles in China. It has the problem of locomotive swaying caused by too low equivalent conicity when the profile is matched with the grinding rail with large rail cant. To address these issues, the optimization objective of reducing the equivalent conicity dispersion of the wheel profile matched with CN60 and CN60N rail profiles under different rail cants was set. The wheel profile was described by a method combining arcs and straight lines. The JM3 wheel profile was optimized by utilizing NSGA-II genetic algorithm to improve the lateral position parameters of the two arc centers near the rolling circle. The wheel-rail contact characteristics and the locomotive dynamic simulation of the wheel profile before and after optimization were compared. The results show that when the optimized wheel profile is matched with the rails above, the nominal equivalent conicities at the 3 mm transverse displacement of the wheelset are all about 0.1, which reduces the equivalent conicity dispersion of the original JM3 wheel profile and improves the adaptability of the wheel profile to different rail profiles and line conditions. At the same time, the locomotive hunting stability, lateral stability, curving performance, and wear performance index of the optimized profile are all improved compared with the original wheel profile. In addition, the phenomenon of low-frequency swaying of locomotives on specific lines is eliminated.
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图 2 4个目标函数对应Pareto优化前沿
Figure 2. Four objective functions corresponding to Pareto optimization frontier
图 4 JM3不同匹配条件的轮轨接触点分布
Figure 4. Distribution of wheel-rail contact points under different matching conditions of JM3
图 5 JM3-opt不同匹配条件的轮轨接触点分布
Figure 5. Distribution of wheel-rail contact points under different matching conditions of JM3-opt
图 6 车轮型面优化前后等效锥度对比
Figure 6. Comparison of equivalent conicities before and after wheel profile optimization
图 7 不同匹配条件对应的名义等效锥度值
Figure 7. Nominal equivalent conicity values corresponding to different matching conditions
图 9 轨底坡1/20对应的非线性临界速度对比
Figure 9. Comparison of nonlinear critical speeds corresponding to 1/20 rail cant
图 10 车轮型面优化前后横向平稳性指标对比
Figure 10. Comparison of lateral stability indexes before and after wheel profile optimization
图 11 车体横向振动加速度对比
Figure 11. Comparison of lateral vibration acceleration of vehicle body
图 12 车轮型面优化前后曲线通过性能指标对比
Figure 12. Comparison of curving performance indexes before and after wheel profile optimization
图 13 车轮型面优化前后不同曲线工况磨耗数对比
Figure 13. Comparison of wear number under different curve conditions before and after wheel profile optimization
图 14 车轮型面优化前后R1600曲线工况磨耗数对比
Figure 14. Comparison of wear number of R1600 curve before and after wheel profile optimization
表 1 设计变量上下限
Table 1. Upper and lower limits of design variables
圆弧参数 下限/mm 上限/mm $x_{O_6} $ −9.0 −0.5 $x_{O_7} $ 10.0 30.0 
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表 2 计算等效锥度的匹配条件
Table 2. Matching condition for calculating equivalent conicity
序号 钢轨 轨底坡 λi 1 CN60 1/40 λ1 2 1/20 λ2 3 CN60N 1/40 λ3 4 1/20 λ4
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表 3 不同匹配条件的非线性临界速度
Table 3. Nonlinear critical speeds under different matching conditions
钢轨 轨底坡 JM3/（km·h−1） JM3-opt/（km·h−1） CN60 1/40 395 390 1/20 215 345 CN60N 1/40 660 670 1/20 200 530
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