Optimization of Wheelset Tread for High-Speed Trains Considering Curve Passing Performance of LMA/CHN60N Wheel-Track
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摘要:
为提高动车组列车在曲线路段的通过性能，从而减小轮对磨耗，延长服役寿命，以LMA/CHN60N轮-轨组合为研究对象，设置列车通过曲线轨道段时车轮踏面与轨道密切接触的6个尺寸为设计变量，将两侧轮轨间的最大横移量、最大爬升量与最大接触应力定义为目标函数，对车轮踏面尺寸进行响应面优化设计，并对优化方案进行瞬态动力学分析. 研究结果表明：与现有动车组轮对相比，优化后外侧车轮的最大横移量、最大爬升量与最大接触应力分别降低1.74%、1.34%与4.49%，内侧车轮的最大横移量、最大爬升量与最大接触应力分别降低0.41%，1.53%与3.92%；在保证列车其他性能的前提下，优化方案提高了车辆在曲线轨道段的通过性能，可降低轮对磨耗，且直线通过性能、安全性、平稳性及耐久性指标均在允许范围内，从而延长其服役寿命.
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关键词:
- 动车组轮对 /
- 车轮踏面 /
- 响应面优化设计 /
- 曲线通过性能 /
- LMA/CHN60N轮-轨
Abstract:To improve the passing performance of high-speed trains on curved sections, reduce wheelset wear, and extend service life, the LMA/CHN60N wheel-track combination was taken as the research object. Six dimensions of the wheel tread in close contact with the track when the train passes through the curved track section were set as design variables, and the maximum lateral displacement, maximum climb, and maximum contact stress between the wheel and track on both sides were defined as objective functions. The response surface optimization design of the wheel tread dimensions was conducted, and the transient dynamics analysis of the optimization scheme was performed. The results indicate that compared with existing wheelsets of high-speed trains, the maximum lateral displacement, maximum climb, and maximum contact stress of the optimized outer wheels decrease by 1.74%, 1.34%, and 4.49%, respectively, and the maximum lateral displacement, maximum climb, and maximum contact stress of the inner wheels decrease by 0.41%, 1.53%, and 3.92%, respectively. Under the premise of ensuring other performances of the train, the optimization scheme improves the passing performance of the vehicle on curved track sections and can reduce wheelset wear; moreover, the indicators of straight passing performance, safety, smoothness, and durability are all within allowable ranges, thereby extending its service life.
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图 1 动车组列车轮对踏面优化设计流程
Figure 1. Optimization design process of wheelset tread for high-speed trains
图 4 动车组列车通过曲线时轮对受力分析
Figure 4. Force analysis of wheelset when high-speed trains pass through curved section
图 5 动车组列车通过曲线工况的轮轨接触应力云图
Figure 5. Cloud map of wheel-rail contact stress of high-speed trains passing through curved section
图 6 动车组列车通过曲线工况的车轮变形云图
Figure 6. Cloud map of wheel deformation of high-speed trains passing through curved section
图 9 x3，x4与轮轨间横移量的响应面
Figure 9. Response surfaces of x3, x4, and lateral displacement between wheel and rail
图 10 轮轨间接触点优化前后对比
Figure 10. Comparison of contact points between wheel and rail before and after optimization
图 11 优化方案曲线工况接触应力云图
Figure 11. Contact stress cloud map of optimization scheme under curve condition
图 12 优化方案曲线工况车轮变形云图
Figure 12. Wheel deformation cloud map of optimization scheme under curve condition
图 13 轮对优化后第7阶自由模态的变形云图
Figure 13. Deformation cloud map of 7th order free mode after wheelset optimization
表 1 国内外典型动车组列车
Table 1. Typical high-speed trains in China and abroad
国家 动车组列车类型 轮对踏面类型 日本 700系 圆弧形 德国 ICE3 圆弧形 法国 TGV-2N 锥形 美国 M-479 AAR型 中国 CRH1、CRH2 LMA型 CRH3 S1002CN型 CRH5 XP55型 
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表 2 车轮、车轴与轨道的材料参数
Table 2. Material parameters of wheels, axles, and tracks
类别 材料 密度ρ/（kg•m−3） 弹性模量E/GPa 泊松比v 屈服强度σ/MPa 车轮 ER8 7 850 206 0.3 540 车轴 EA4T 7 850 212 0.28 830 轨道 U71MnG 7 800 210 0.3 400
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表 3 目标函数及其权重排序
Table 3. Objective functions and their weight rankings
评价指标 目标函数 权重
排序轮轨间
横移量外侧轮轨间最大横移量$ a_{\max }^{\text{OH}} $/mm 1 内侧轮轨间最大横移量$ a_{\max }^{\text{IH}} $/mm 2 轮轨间
爬升量外侧轮轨间最大爬升量$ a_{\max }^{\text{OL}} $/mm 3 内侧轮轨间最大爬升量$ a_{\max }^{\text{IL}} $/mm 4 轮轨间
接触应力外侧轮轨间最大接触应力$ F_{\max }^{\text{O}} $/MPa 5 内侧轮轨间最大接触应力$ F_{\max }^{\text{I}} $/MPa 6
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表 4 设计变量优化前后对比
Table 4. Comparison of design variables before and after optimization
设计变量 优化前 优化后 x1/mm 32 30.514 67 x2/mm 30 31.259 1 x3/mm 12 10.806 x4/（°） 70 73.269 x5/mm 28 26.993 4 x6/mm 90 91.412
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表 5 轮轨间接触斑优化前后对比
Table 5. Comparison of contact spots between wheel and rail before and after optimization
接触斑 项目 形状 面积/mm2 外侧接触斑 优化前 
62.43 优化后 
63.643 内侧接触斑 优化前 
133.506 优化后 
137.92
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表 6 各目标函数优化前后对比
Table 6. Comparison of objective functions before and after optimization
目标函数 优化前 优化后 变率% $ a_{\max }^{\text{OH}} $/mm 0.382 34 0.375 70 −1.74 $ a_{\max }^{\text{OL}} $/mm −0.196 20 −0.198 82 −1.34 $ a_{\max }^{\text{IH}} $/mm 0.288 34 0.287 17 −0.41 $ a_{\max }^{\text{IL}} $/mm −0.271 42 −0.267 28 −1.53 $ F_{\max }^{\text{O}} $/MPa 58.01900 55.41500 −4.49 $ F_{\max }^{\text{I}} $/MPa 52.11600 50.07300 −3.92
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表 7 轮对优化后第7 ～ 12阶自由模态的频率
Table 7. Frequencies of 7th–12th order free modes after wheelset optimization
阶数 频率/Hz 7 81.219 8 97.364 9 97.364 10 191.88 11 191.88 12 345.43
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表 8 客车平稳性等级
Table 8. Smoothness levels of passenger trains
平稳性等级 乘客感受 Sperling指标 1级 优 ＜2.5 2级 良好 2.5 ～ 2.75 3级 合格 2.75 ～ 3.0
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表 9 优化方案除6个目标函数外其他性能的分析结果
Table 9. Analysis results of other performances of optimization scheme excluding six objective functions
性能指标 具体参数 允许范围/原方案分析结果 优化方案的分析结果 是否满足要求/
优于原方案外侧轮轨/横向振动 内侧轮轨/垂向振动 直线性能 横移量/mm ＜0.5 0.427 67 0.350 77 是 爬升量/mm ＜0.5 −0.432 90 −0.435 80 是 最大应力/MPa ＜540 65.577 66.768 是 安全性 脱轨系数 ≤1.0 0.4 0.35 是 倾覆系数 ≤0.8 0.262 9 是 平稳性 平稳性指数 ＜2.5 0.835 2 0.979 3 是 耐久性 表面疲劳因子 0.321 822（外）
0.321 432（内）0.321 661 0.321 134 是 磨耗体积/mm2 1.431 × 10−7（外）
4.020 × 10−7（内）1.407 × 10−7 4.055 × 10−7 是 磨耗指数 871.083 186.271 5 是
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