The Study On The Influence Of Lateral-swung Motion Of Motors Suspensions For Coach Shaking Of Quasi-high-speed Rail Vehicle And Solution

The economical operation of Quasi-High-Speed Railway must coordinate the solution of the two unstable problems of the car body and the bogie; therefore, the research and development of Quasi-High-Speed rail vehicles must emphasize its high technology content. The technical connotation of160km/h and250km/h speed level vehicle research and development platforms are similar, with the anti-hunting wide absorption-band mode as the original innovation,these two platforms can be formed into a Quasi-High-Speed rail vehicle platform,which can also greatly meet the practical needs of current fast rail traffic and it is more suitable for China’s national conditions. According to previous research,the program of the optimized parameter configuration of quasi-high-speed bogie has a coach shaking problem in lower equivalent taper, especially with XP55wheel tread and rail CN60KG match, the equivalent taper is0.057. Although the lateral acceleration (RMS)2.2a of car body is less than0.5m/s2, but the speed in160-250km/h, the horizontal maximum acceleration of car body is greater than0.5m/s2.According to the theory of Wickens,the rail vehicles can be running stably,the first condition is the balance of the lateral dynamic in wheel/rail could be sustained. The studies of economic turning building and line tests have shown that the European vehicles operating in Quasi-High-Speed occurs a issue we called the issue of the lowest equivalent taper.The issue of the lowest equivalent taper means that if the equivalent taper is less than0.166,the modal damping of the carbody rolling would be less than5%, it will be formed a carrier motion with the rear bogie and resulting a coach shaking phenomenon in low taper, the amplitude of lateral-swung motion of motors suspensions of the corresponding power truck will increase obviously and impact on coach shaking which is according to the technology innovation of the series of ICE3bogies.Combined with the above-mentioned scheme of optimized parameter configuration of quasi-high-speed bogie and the issue of the lowest equivalent taper,2technical improvement ways are put forward:One is the two lateral suspension parameters optimal match; The second is to optimize the minimum equivalent taper.The dynamic simulation show that only raise the minimum equivalent taper appropriately, the big modal damping of carbody swing can moderately reduce,so that it can avoid forming the above-mentioned carrier motion, and in order to reduce or eliminate the negative effect of the-lateral-swung motion of motors on the coach shaking.with the anti-hunting wide absorption-band mode/this paper puts forward a method of optimizing the minimum equivalent taper,and solved the issue of the lowest equivalent taper in theory.Based on two typical comparison of Wheel wear index showed that it can achieve no side grinding wheel in straight lines.For wide rim wheel tread XP55(thickening of rim is2.5mm), wheel/rail contact is continuous smooth,and the flank of rim wearing moderately when it running through the large radius curve.Instead of it, LM tread is circular stitching type, the Wheel/rail contact has the problem of discontinuity and unsmooth, but its orientation with good performance, has only a slight rim edge grinding when it running through large radius curve.Thus, optimizing the minimum equivalent taper helps to keep the relationship of wheel/rail lateral dynamic balance for Quasi-high-speed rail vehicle.To sum up, through the research, this paper can get the following conclusion:1) Withthe anti-hunting wide absorption-band mode as an original technological innovation, build a quasi-high-speed rail vehicle research and development platform, and its technical difficulties lies in both solved the problem of stability of the car body and the bogie especially the minimum equivalent taper is one of the outstanding technical economical problems for quasi-high-speed rail operating.2) For the prophase research of the scheme of optimized parameter configuration of quasi-high-speed bogie must solve the problem of coach shaking in the low taper by the minimum equivalent taper optimization. Increasing equivalent taper moderately, it could reduce the big modal damping of carbody swing and improve the stability margin of rear bogie, contribute to keep the balance of wheel/rail lateral dynamic better.3) Based on the comparison for wheel tread wear index in two typical type shows that when the minimum equivalent taper is0.10, it could be achieved without grinding wheel side in straight lines. It provides the necessary technical support for the objective of1.2million kilometers3A repairing one of a wheel turning.