Recent advances on wheel-rail dynamic performance of curve negotiation are reviewed in this paper. There are four issues, the mechanism and calculation method of curve negotiation, the analysis and assessment of dynam...Recent advances on wheel-rail dynamic performance of curve negotiation are reviewed in this paper. There are four issues, the mechanism and calculation method of curve negotiation, the analysis and assessment of dynamic performance of vehicle, the effect of vehicle parameters on dynamic performance, and the influence of railway parameters on dynamic performance. The promising future development of wheel-rail coupled dynamics theory is analyzed in the research of curve negotiation. The framework and technique matching performance of wheel-rail dynamic interaction on the curved track are put forward for modem railways. In addition, the application of performance matching technique is introduced to the dynamic engineering, in which the wheel load is reduced obviously when the speed of train is raised to 200-250 km/h.展开更多
The wheel-rail relationship in turnout is more complicated than that in ordinary track. Profile wear and machining errors of the wheelset cause deviations Of the rolling radius on different wheels. Therefore, wheelset...The wheel-rail relationship in turnout is more complicated than that in ordinary track. Profile wear and machining errors of the wheelset cause deviations Of the rolling radius on different wheels. Therefore, wheelsets move to the direction of smaller diameter wheels in search of a new stable state and to change the condition before entering the turnout. Thc main aim of the present work is to examine the wheel-turnout rail dynamic interaction combined with the static contact behaviour. Calculations are performed on a high-speed vehicle CRH2 and the No. 12 turnout of the passenger dedicated line. The wheel-turnout contac! geometric relationship and normal contact behaviour under wheel diameter difference are assessed by the trace principle and finite element method. A high-speed vehicle-turnout coupling dynamic model is established based on SIMPACK software to analyse the wheel-rail dynamic interaction, riding comfort, and wear. Both the wheel diameter amplitudes and distribution patterns are accounted for. The simulation shows that wheel diameter difference can greatly disturb the positions＇ variation of wheel-rail contact points and affect the normal contact behaviour on switch rails by changing the load transition position. The effect of wheel diameter diffierence on wheel-turnout rail dynamic interaction can be divided into three according to its amplitude： when the wheel diameter difference is within 0-1.5 mm, the wheel flange comes into contact with the switch rail in advance, causing a rapidly increased lateral wheel-rail force; when it is within 1.5 2.5 mm, trains are subject to instability under equivalent in-phase wheel diameter difference; when it is larger than 2.5 mm, the continuous flange-switch rail contact helps strengthen the vehicle stability, but increases the wheel-rail wear. It is recommended to control the wheel diameter difference to within 2.5 mm but limit it to 2 mm if it is distributed in-phase.展开更多
Accurate wheel-rail force data serves as the cornerstone for analyzing the wheel-rail relationship.However,achieving continuous and precise measurement of this force remains a significant challenge in the field.This a...Accurate wheel-rail force data serves as the cornerstone for analyzing the wheel-rail relationship.However,achieving continuous and precise measurement of this force remains a significant challenge in the field.This article introduces a calibration algorithm for the wheel-rail force that leverages graph neural networks and long short-term memory networks.Initially,a comprehensive wheel-rail force detection system for trains was constructed,encompassing two key components:an instrumented wheelset and a ground wheel-rail force measuring system.Subsequently,utilizing this system,two distinct datasets were acquired from the track inspection vehicle:instrumented wheelset data and ground wheel-rail force data,a feedforward neural network was employed to calibrate the instrumented wheelset data,referencing the ground wheel-rail force data.Furthermore,ground wheel-rail force data for the locomotive was obtained for the corresponding road section.This data was then integrated with the calibrated instrumented wheelset data from the track inspection vehicle.Leveraging the GNN-LSTM network,the article establishes a mapping relationship model between the wheel-rail force of the track inspection vehicle and the locomotive wheel-rail force.This model facilitates continuous measurement of locomotive wheel-rail forces across three typical scenarios:straight sections,long and steep downhill sections,and small curve radius sections.展开更多
基金support and motivation provided by National Basic Research Programof China(973 Program No.2013CB036206)National Natural Science Foundation of China(No.61134002)
文摘Recent advances on wheel-rail dynamic performance of curve negotiation are reviewed in this paper. There are four issues, the mechanism and calculation method of curve negotiation, the analysis and assessment of dynamic performance of vehicle, the effect of vehicle parameters on dynamic performance, and the influence of railway parameters on dynamic performance. The promising future development of wheel-rail coupled dynamics theory is analyzed in the research of curve negotiation. The framework and technique matching performance of wheel-rail dynamic interaction on the curved track are put forward for modem railways. In addition, the application of performance matching technique is introduced to the dynamic engineering, in which the wheel load is reduced obviously when the speed of train is raised to 200-250 km/h.
基金Project supported by the National Natural Science Foundation of China （Nos. 51425804, U 1334203, 51608459, and 51378439） and the China Postdoctoral Science Foundation （No. 2016M590898）
文摘The wheel-rail relationship in turnout is more complicated than that in ordinary track. Profile wear and machining errors of the wheelset cause deviations Of the rolling radius on different wheels. Therefore, wheelsets move to the direction of smaller diameter wheels in search of a new stable state and to change the condition before entering the turnout. Thc main aim of the present work is to examine the wheel-turnout rail dynamic interaction combined with the static contact behaviour. Calculations are performed on a high-speed vehicle CRH2 and the No. 12 turnout of the passenger dedicated line. The wheel-turnout contac! geometric relationship and normal contact behaviour under wheel diameter difference are assessed by the trace principle and finite element method. A high-speed vehicle-turnout coupling dynamic model is established based on SIMPACK software to analyse the wheel-rail dynamic interaction, riding comfort, and wear. Both the wheel diameter amplitudes and distribution patterns are accounted for. The simulation shows that wheel diameter difference can greatly disturb the positions＇ variation of wheel-rail contact points and affect the normal contact behaviour on switch rails by changing the load transition position. The effect of wheel diameter diffierence on wheel-turnout rail dynamic interaction can be divided into three according to its amplitude： when the wheel diameter difference is within 0-1.5 mm, the wheel flange comes into contact with the switch rail in advance, causing a rapidly increased lateral wheel-rail force; when it is within 1.5 2.5 mm, trains are subject to instability under equivalent in-phase wheel diameter difference; when it is larger than 2.5 mm, the continuous flange-switch rail contact helps strengthen the vehicle stability, but increases the wheel-rail wear. It is recommended to control the wheel diameter difference to within 2.5 mm but limit it to 2 mm if it is distributed in-phase.
基金supported by the National Key R&D Program of China(Grant No.2021YFF0501101)the National Natural Science Foundation of China(Grant Nos.62173137,62303178)the Project of Hunan Provincial Department of Education of China(Grant Nos.23A0426,22B0577).
文摘Accurate wheel-rail force data serves as the cornerstone for analyzing the wheel-rail relationship.However,achieving continuous and precise measurement of this force remains a significant challenge in the field.This article introduces a calibration algorithm for the wheel-rail force that leverages graph neural networks and long short-term memory networks.Initially,a comprehensive wheel-rail force detection system for trains was constructed,encompassing two key components:an instrumented wheelset and a ground wheel-rail force measuring system.Subsequently,utilizing this system,two distinct datasets were acquired from the track inspection vehicle:instrumented wheelset data and ground wheel-rail force data,a feedforward neural network was employed to calibrate the instrumented wheelset data,referencing the ground wheel-rail force data.Furthermore,ground wheel-rail force data for the locomotive was obtained for the corresponding road section.This data was then integrated with the calibrated instrumented wheelset data from the track inspection vehicle.Leveraging the GNN-LSTM network,the article establishes a mapping relationship model between the wheel-rail force of the track inspection vehicle and the locomotive wheel-rail force.This model facilitates continuous measurement of locomotive wheel-rail forces across three typical scenarios:straight sections,long and steep downhill sections,and small curve radius sections.
