Optimized Parameter Configuration Of Quasi-high Speed Bogie And Economic Analysis

The development of quasi-high speed train should emphasize its high technique, quasi-high speed train using both to solve the wheel/rail wear problem of Japanese vehicle, and to take into account shaking problem in lower conicity of European vehicle. Quasi-high speed rail should integrate three different lines-ballastless track, passenger railway and existing lines, its research and development platform will put the existing160km/h and250km/h the technology platform together, to meet the diversification demand. This article adopt original innovation mechanism of anti-hunting broaden frequency band, formulate quasi-high speed optimal distribution scheme, aimed at overcoming the sensitivity effect of wheel/rail wear, and reduce the minimum equivalent conicity.Anti-hunting broaden frequency band power-absorbing mechanism is a simple and reliable technology in solving quasi-high speed vehicle technical problem. With ICE3as the standard bogie, based on the theory of MAXWELL and its redundancy design of anti-hunting damper, build a theory model, realize the parallel combination characteristic, make it has frequency band energy absorption characteristic and large damping characteristic of Japanese vehicle, to broaden the bandwidth of the energy absorption band. Quasi-high speed wheel formula as the0.057-0.43, by reducing motor lateral sway stiffness, use of power-absorbing band to overcome European vehicle technical defect, which has a poor performance in carbody stability under lower conicity, achieve the performance level of the Japanese vehicles. In quasi-high speed dynamic simulation, carbody lateral acceleration, frame lateral acceleration and axle lateral force all can satisfy the requirements of relevant standards, especially the trailer nonlinear critical speed above400km/h under the maximum equivalent conicity, and motor car nonlinear critical speed close to400km/h, enter the stable wear, critical velocity decrease was suppressed obviously, and under the safety evaluation, the velocity space has broken the conventional railway vehicles speed limit. However, in the performance evaluation of a new car, it has sway phenomenon at lower conicity when the speed at230km/h, mainly reflected on the carbody lateral acceleration, although RMS value meet the requirements of relevant standards under the statistical law, but its maximum value slightly exceeds the boundary. Finally, the paper proposes two solutions:①improve the minimum equivalent conicity;②reduce the vertical positioning stiffness.From all above, anti-hunting broaden frequency band power-absorbing mechanism has overcame the160km/h and250km/h line adaptability problem, namely the line can’t mix using. The conventional railway vehicles2problems have been solved, namely carbody unstable problem under lower conicity and bogie unstable problem after wheel abrasion. Under the optimal match of quasi-high speed vehicle has the following two characteristics: ①motor car and trailer’s nonlinear critical speed dropped significantly under the new car condition, but when enter the stable abrasion, with turbulence frequency increases, the phase lag increases, the damper high stiffness play its role, suppress the downward trend and almost no longer drop, the nonlinear critical speed at400km/h.②At the smallest conicity, under (RMS)2.2sigma statistical regularity, carbody lateral acceleration satisfy UIC standards, but the maximum value slightly beyond and this phenomenon will disappear after tread wear, thus further to determine the minimum equivalent conicity is the next step of work of quasi-high speed scheme.