Research on the influence of flexible wheelset rotation effect on wheel rail contact force

Purpose-Under the high-speed operating conditions,the effects of wheelset elastic deformation on the wheel rail dynamic forces will become more notable compared to the low-speed condition.In order to meet different analysis requirements and selecting appropriate models to analyzing the wheel rail interaction,it is crucial to understand the influence of wheelset flexibility on the wheel-rail dynamics under different speeds and track excitations condition.Design/methodology/approach-The wheel rail contact points solving method and vehicle dynamics equations considering wheelset flexibility in the trajectory body coordinate system were investigated in this paper.As for the wheel-rail contact forces,which is a particular force element in vehicle multibody system,a method for calculating the Jacobian matrix of the wheel-rail contact force is proposed to better couple the wheel-rail contact force calculation with the vehicle dynamics response calculation.Based on the flexible wheelset modeling approach in this paper,two vehicle dynamic models considering the wheelset as both elastic and rigid bodies are established,two kinds of track excitations,namely normal measured track irregularities and short-wave irregularities are used,wheel-rail geometric contact characteristic and wheel-rail contact forces in both time and frequency domains are compared with the two models in order to study the influence of flexible wheelset rotation effect on wheel rail contact force.Findings-Under normal track irregularity excitations,the amplitudes of vertical,longitudinal and lateral forces computed by the flexible wheelset model are smaller than those of the rigid wheelset model,and the virtual penetration and equivalent contact patch are also slightly smaller.For the flexible wheelset model,the wheel rail longitudinal and lateral creepages will also decrease.The higher the vehicle speed,the larger the differences in wheel-rail forces computed by the flexible and rigid wheelset model.Under track short-wave irregularity excitations,the vertical force amplitude computed by the flexible wheelset is also smaller than that of the rigid wheelset.However,unlike the excitation case of measured track irregularity,under short-wave excitations,for the speed within the range of 200 to 350 km/h,the difference in the amplitude of the vertical force between the flexible and rigid wheelset models gradually decreases as the speed increase.This is partly due to the contribution of wheelset's elastic vibration under short-wave excitations.For low-frequency wheel-rail force analysis problems at speeds of 350 km/h and above,as well as high-frequency wheel-rail interaction analysis problems under various speed conditions,the flexible wheelset model will give results agrees better with the reality.Originality/value-This study provides reference for the modeling method of the flexible wheelset and the coupling method of wheel-rail contact force to the vehicle multibody dynamics system.Furthermore,by comparative research,the influence of wheelset flexibility and rotation on wheel-rail dynamic behavior are obtained,which is useful to the application scope of rigid and flexible wheelset models.

Multi-point Contact of the High-speed Vehicle-turnout System Dynamics

The wheel-rail contact problems, such as the number, location and the track of contact patches, are very important for optimizing the spatial structure of the rails and lowering the vehicle-turnout system dynamics. However, the above problems are not well solved currently because of having the difficulties in how to determine the multi-contact, to preciously present the changeable profiles of the rails and to establish an accurate spatial turnout system dynamics model. Based on a high-speed vehicle-turnout coupled model in which the track is modeled as flexible with rails and sleepers represented by beams, the line tracing extreme point method is introduced to investigate the wheel-rail multiple contact conditions and the key sections of the blade rail, longer nose rail, shorter rail in the switch and nose rail area are discretized to represent the varying profiles of rails in the turnout. The dynamic interaction between the vehicle and turnout is simulated for cases of the vehicle divergently passing the turnout and the multi-point contact is obtained. The tracks of the contact patches on the top of the rails are presented and the wheel-rail impact forces are offered in comparison with the contact patches transference on the rails. The numerical simulation results indicate that the length of two-point contact occurrence of a worn wheel profile and rails is longer than that of the new wheel profile and rails; The two-point contact definitely occurs in the switch and crossing area. Generally, three-point contact doesn’t occur for the new rail profile, which is testified by the wheel-rails interpolation distance and the first order derivative function of the tracing line extreme points. The presented research is not only helpful to optimize the structure of the turnout, but also useful to lower the dynamics of the high speed vehicle-turnout system.

A MODEL FOR COMPUTATIONAL INVESTIGATION OF ELASTO-PLASTIC NORMAL AND TANGENTIAL CONTACT CONSIDERING ADHESION EFFECT

With the rapid development of Micro-Electro-Mechanical System(MEMS),we enter a field in which the surface effects have dominated many of the micro-scale phenomena,and the adhesive contact is one of the focuses.In this paper,a feasible model for finite element computation is presented via a macroscopic and microscopic combination approach,in which the adhesive forces are simulated by some non-linear spring elements considering the softening stage.Two basic problems concerning the adhesion effect were considered;through specific quantitative analysis,the results show a consistency with the current elastic continuum theories of adhesion and a brief investigation into the effects of adhesion on plastic deformation and tangential contact will be carried out as well.

A mechanical model for the adhesive contact with local sliding induced by a tangential force

Adhesion has been demonstrated to play an important role in contact and friction between objects at small scales. While various models have been established for adhesive contact under normal forces, studies on the adhesive contact under tangential force have been far fewer, which if any, are mostly confined to the non-slipping situations. In the present work, a model has been proposed for adhesive contact with local sliding under tangential forces. Herein, the onset of local sliding in adhesive contact has been addressed by assuming the nucleation of dislocations. By analogy with the emission of dislocations at a crack tip, the critical tangential force for the onset of sliding has been determined, and its effect on the evolution of contact size has also been studied. Comparison with relevant experiments has verified the validity of the present model.

载荷对油膜界面滑移及弹流润滑特性的影响研究

为探究恶劣工况下机械传动系统中摩擦副润滑失效的形成和演变机理,建立考虑油膜界面滑移的点接触弹流润滑模型,进行仿真计算,并开展双色光干涉弹流润滑试验,研究载荷对弹流润滑中油膜界面滑移的影响,进而研究界面滑移状态下卷吸速度、流体动压、油膜厚度、滑移参数等随载荷的变化特性。研究结果表明:随着载荷的增大,界面滑移幅度和滑移范围均显著增大,滑移区域卷吸速度明显下降,滑移区域动压分布趋于均匀,滑移区域产生膜厚堆积并出现入口凹陷特征,滑移区域形状逐渐呈“半月牙形”特征。

基于数据特征的接触网补偿装置卡滞识别方法研究

对于铁路接触网中心锚结及下锚补偿装置出现异常,根据6C检测系统中高速铁路弓网综合检测装置(1C)采集的波形数据总结出数据特征并提出相应算法。选取弓网接触力和接触线高度作为判断此类缺陷的2个特征变量,经过数据预处理后,计算弓网接触力一跨内标准差,接触线高度通过移动滑动窗,采取相应规则形成上界线,结合波形数据特征确定阈值并进行逻辑判断,得出异常锚段公里标。通过对典型线路进行计算分析,结果表明该方法可以识别出接触网中心锚结及下锚补偿装置缺陷,可为快速寻找此类缺陷及相关分析提供数据支撑。

考虑接触斑变形协调关系的轮轨多点接触计算方法

为提高轮轨多点接触简化算法的计算精度,考虑轮轨间多个接触斑法向压缩量的变形协调关系,提出了一种轮轨多点接触改进计算方法.首先,基于轮轨间隙函数的几何特征,采用Kik-Piotrowski方法计算并判定轮轨多点接触.然后,考虑接触斑变形协调关系,建立轮轨法向接触应力-法向压缩量耦合方程组,求解轮轨多点接触法向力.最后,采用典型的两点接触模型检验该方法的合理性,继而分析了该方法应用于实际轮轨接触仿真时的计算精度.结果表明,提出的轮轨多点接触计算方法与Kalker变分方法计算结果吻合良好,最大相对误差仅为7.5%,说明该方法可以显著提升Kik-Piotrowski方法用于轮轨多点接触问题求解时的计算精度.

弓网接触力和硬点数据的分析与评价方法

通过分析国内外标准中弓网受流检测的主要内容,重点研究了标准中接触力、硬点检测数据的处理和评价方法。针对整车型式试验和联调联试中评价对象的不同,分析了试验数据的特性,提出了不同试验场景中弓网接触力、硬点检测数据的分析方法和评价方法;研究了我国机车车辆整车型式试验和新建线路联调联试中弓网接触力、硬点检测数据分析和评价方法的差异及原因;针对我国现有弓网检测标准体系的不足,提出了后续研究方向和修订建议。

球形颗粒接触破碎试验

目前对于粗粒土颗粒接触破碎性质的研究,多集中在单点接触的情形,少有对多点接触情形下颗粒破碎特性的探讨。而实际粗粒土堆体中颗粒间大多是以多点接触的形式存在。本文利用石膏试样模拟粗粒土颗粒进行单点和三点接触情形下的破碎模型试验,研究球形石膏颗粒在单点和多点接触情形下的破碎特性,比较单点和多点接触破碎特性的异同,并总结不同侧向接触力条件下颗粒的破碎规律。

基于抓取稳定性的手指接触力规划算法

在手指指端与物体构成有摩擦固定点接触模型的前提下,通过对三指灵巧手抓取内力与抓取稳定性关系的分析,构建指端接触力的规划算法。在接触点摩擦锥内将指端接触力分解为操作力和抓取内力,分析抓取内力对于接触稳定性的作用和内力汇交点与汇交多边形的相互位置,建立抓取内力与抓取稳定性之间的关系,通过合理规划内力汇交点的位置获得较高的抓取稳定性。通过使内力汇交点到汇交多边形各条边的最短距离达到最大,建立基于抓取稳定性的内力汇交点优化模型和指端接触力的规划算法。该算法将抓取布局规划和接触力分配融为一个统一的过程,可以有效提高抓取的规划效率,有利于抓取的在线规划。结合抓取实例说明了算法的有效性。

回转支承构件牵引滚动接触应力解析

回转支承构件是重型机械的重要基础元件,其失效往往导致灾难性的设备事故和人身事故以及巨大的经济损失。及时、充分地了解回转支承构件牵引滚动接触应力分布特点,对于保证整机安全生产和提高企业经济效益具有非常重要的意义。本文将回转支承构件接触模型简化为轴线平行的圆柱体二维平面应变模型,从接触力学理论中McEwen关于轴线平行的圆柱体二维法向接触理论出发,重点讨论牵引滚动与常规法向接触状态的切向分布力的相同点和不同点,从而推导出牵引滚动接触状态下接触区应力场各应力分量解析式,将McEw-en法向理论公式推广到法、切向复合分布力综合作用下。在此基础上,探讨了表面拉应力与摩擦系数的关系,摩擦系数越大则表面拉应力水平越高。最后,运用材料力学二向应力状态受力分析方法,计算了接触应力场最大剪应力位置、大小和方向角与深度的关系,发现与无表面摩擦情况相比,最大主剪应力发生位置变浅,幅值反而变小。

切向载荷对钢轨弹塑性滚动接触应力的影响分析

利用建立的钢轨三维弹塑性滚动接触有限元模型,分析车辆通过曲线轨道时轮轨接触表面切向力对钢轨滚动接触应力和应变的影响。结果表明:钢轨材料的累积塑性变形、残余应力和残余应变都随切向力的增大而增大;纵向切向力与法向力之比大于0.3时其对塑性变形、残余应力和残余应变影响明显,钢轨的最大残余应力、最大等效塑性应变和剪应变均发生在钢轨接触表面,裂纹易萌生于接触表面,与现场观察结果相一致。

机车车辆轮轨接触问题的数值模拟

按照机车、车辆车轮与标准轨道的实际几何关系建立了三维有限元模型,并采用有限元参数二次规划法求解轮轨弹塑性接触问题.通过弹塑性接触计算,得到了大量的轮轨接触力、接触状态和轮轨应力的数据,根据计算结果分析比较了机车轮轨接触和车辆轮轨接触的区别,对轮缘贴靠钢轨形成两点接触时的接触情况进行了初步分析.

多点成形冲头动态接触压力仿真分析

采用弹塑性有限元法,建立多点模具复杂多接触面的力学模型,对不同材料、不同厚度和不同曲率半径的球形件多点对压成形过程进行数值模拟,分析了冲头最大接触压力的变化过程及其影响因素。结果表明:材料的弹性模量和屈服强度越大,成形件的板厚和变形量越大,所需的成形力就越大,所以冲头的接触压力就越大。

椭圆形与圆形PDC齿破岩有限元仿真对比分析

为了观察椭圆形PDC齿的切削效果,用ABAQUS软件模拟椭圆形PDC齿切削岩石的瞬时切削过程,并提取切削数据与截面面积相同的圆形齿仿真结果进行对比,分析椭圆形齿在切削岩石过程中的优势以及破岩效果。结果表明,在同等切削条件下,前倾角在15~25°之间时,系统对椭圆形PDC齿所输出的功与圆形PDC齿相差不大,但椭圆齿局部最大应力要比圆形齿小得多,椭圆形齿所受的疲劳应力要比圆形齿小,岩石对圆形PDC齿的破坏力较强;用椭圆形PDC齿切削岩石时建议采用前倾角为20~25°之间的值。

用点接触模拟滑面的滑坡稳定性分析方法

结合有限元强度折减法,用点接触模拟滑面,提出了适用于已知滑裂面的滑坡稳定性分析及滑坡推力计算的数值计算方法。以滑坡体为分析对象,用切向和法向两组弹簧的弹簧力来模拟滑裂面上的剪切力和法向力;结合强度折减法和摩尔-库仑强度准则对滑面弹簧刚度进行迭代计算,求解得到了满足静力平衡的数值解。该方法避免了极限平衡条分法求解边坡稳定性时需对条间力进行诸多假设的局限,也避免了有限元强度折减法求滑坡推力时需加桩计算的不便及收敛困难等问题。新方法能计算出极限状态下滑坡体上的应力、滑裂面上的边界力和稳定性系数以及给定安全系数下滑坡体上任意截面的滑坡推力大小、作用方向和位置,具有较严格的理论基础,可为实际工程中滑坡的治理提供一定的参考。

道岔区轮轨力转移与分配特性研究

道岔区复杂的轮轨接触状态决定了其轮轨力特性与一般线路相比存在较大的差异。利用空间轮轨接触几何关系理论和Hertz非线性弹性接触理论,研究道岔区车轮与同侧并列的2股钢轨同时接触的2点接触问题。依据2点接触时轮轨弹性压缩量计算每一接触点上的轮轨力,由此确定车辆侧向和直向通过时的轮轨2点接触范围以及轮轨力转移和分配特性。结果表明:2股钢轨上轮轨力转移和分配特性不仅与钢轨外形、轨顶高度和宽度有关,而且与车辆过岔方式有关;考虑轮轨2点接触后的计算方法,消除了单点接触轮轨力计算中轮轨接触点从一股钢轨转移到另一股钢轨上时引起的轮轨力突变,使得轮轨力变化更为平顺和真实。

基于TRIZ的点接触弹流牵引力测试仪的创新设计

基于TRIZ理论,对球槽式点接触弹流牵引力测试仪进行创新设计。通过对传统的双圆盘试验机和球盘试验机的分析,以改善适用性及多用性为目的,针对设计过程中的技术矛盾与物理矛盾,根据TRIZ理论的矛盾矩阵表,选择合适的发明原理,对已有的球盘试验机进行改进,设计出一种新型的牵引力测试仪。该测试仪可以连续地对不同自旋值下的弹流牵引力进行测量,操作过程简单方便,能够模拟环面型无级变速器、滚动轴承的典型工况。结果表明,TRIZ理论成功地实现了点接触弹流牵引力测试仪的创新设计,能够高效地指导产品的设计。

轮轨两点接触的有限元分析

在轮轨单点接触计算分析的基础上,建立锥形踏面车轮的轮缘贴靠钢轨形成两点接触的计算模型,应用有限元参数二次规划法分析这一弹塑性接触问题。对不同载荷作用下的轮轨两点接触模型分别进行计算,得出了大量的轮轨接触状态、接触力的分布及变化规律。这些计算结果将有助于找到缓解钢轨侧磨和轮缘磨耗的方法。

摩擦对微凸体接触面积及接触载荷的影响

针对理想状态下的微凸体接触变形只考虑径向力的作用,没有贴近实际的接触变形的问题,考虑了切向力的存在,引入摩擦系数这一变量,分析摩擦系数对接触的影响,建立了新的弹性阶段变形、弹塑性阶段第Ⅰ区、弹塑性阶段第Ⅱ区变形和塑性阶段变形的关系函数。结果表明在塑性条件下,随着摩擦系数增大,塑性阶段的微凸体接触面积明显减小;在弹性和弹塑性阶段,随摩擦系数的增大,微凸体的接触面积减小缓慢,逐渐趋近平稳不变。在同一分形维数的前提下,对4个变形阶段,分别考虑了不同的摩擦作用,在弹性和弹塑性阶段,减小摩擦系数可以明显提高承载能力;在塑性阶段,承载能力不随摩擦因素的变化而变化。