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Meishan, China

Hengli L.,Southwest Jiaotong University | Hengli L.,Csr Meishan Co. | Fu L.,Southwest Jiaotong University | Zhangyi Z.,Southwest Jiaotong University | Zhuang Q.,Southwest Jiaotong University
9th International Conference on Contact Mechanics and Wear of Rail/Wheel Systems, CM 2012 | Year: 2012

The lubrication is one of the effective methods to reduce wheel/rail wear and damage for heavy haul railway. In this paper,a dynamics model of C80B type heavy haul gondola equipped with different types of bogies is established based on MBS theory and wheel/rail wear is assessed using the multi contact wear model and the wheel/rail contact friction work. The different effect laws of lubrication for wheel/rail wear of cross-braced bogie and radial bogie are obtained in different curve conditions. Source

Yang C.,Southwest Jiaotong University | Yang C.,Csr Meishan Co. | Li F.,Southwest Jiaotong University | Huang Y.,Southwest Jiaotong University | And 2 more authors.
Journal of Modern Transportation | Year: 2013

Improving freight axle load is the most effective method to improve railway freight capability; based on the imported technologies of railway freight bogie, the 27 t axle load side-frame cross-bracing bogie and sub-frame radial bogie are developed in China. In order to analyze and compare dynamic interactions of the two newly developed heavy-haul freight bogies, we establish a vehicle-track coupling dynamic model and use numerical calculation methods for computer simulation. The dynamic performances of the two bogies are simulated separately at various conditions. The results show that at the dipped joint and straight line running conditions, the wheel-rail dynamic interactions of both bogies are basically the same, but at the curve negotiation condition, the wear and the lateral force of the side-frame cross-bracing bogie are much higher than that of the sub-frame radial bogie, and the advantages become more obvious when the curve radius is smaller. The results also indicate that the sub-frame radial bogie has better low-wheel-rail interaction characteristics. Source

Yang C.-L.,Southwest Jiaotong University | Yang C.-L.,Csr Meishan Co. | Li F.,Southwest Jiaotong University | Fu M.-H.,Southwest Jiaotong University | Huang Y.-H.,Southwest Jiaotong University
Jiaotong Yunshu Gongcheng Xuebao/Journal of Traffic and Transportation Engineering | Year: 2010

On the basis of the theory of vehicle-track coupling dynamics, the structural and forced features of 25 t axle load steering bogie with radial arm were analyzed, a freight car-track coupling dynamics model was set up, and the lateral stability and the dynamics performances of rectilinear running and curve negotiation of the car were simulated to compare with conventional three-piece bogie. It is pointed that the lateral stability of conventional three-piece bogie with radial arm increases by above 10%, wheel-track abrasion decreases by above 40%, and wheel-track force decreases by above 20%. Source

Zhao F.,Beijing Jiaotong University | Wang P.,Csr Meishan Co. | Li H.,Csr Meishan Co. | Xie J.,Beijing Jiaotong University
Beijing Jiaotong Daxue Xuebao/Journal of Beijing Jiaotong University | Year: 2012

A three-dimensional model of deputy frame of K7 Bogie was established by using the finite element software of ANSYS11.0. Combined with the force characteristics, the stress distribution of the deputy frame was analyzed and calculated. According to the measured load spectrum of rods of deputy frame and S-N curve of B+grade casting steel in different defects factor, and with the help of finite life design theory, the fatigue life of deputy frame, which met the practical application requirements, was finally predicted. Source

Li H.,Southwest Jiaotong University | Li H.,Csr Meishan Co. | Li F.,Southwest Jiaotong University | Pan S.,Csr Meishan Co. | And 2 more authors.
Zhongguo Tiedao Kexue/China Railway Science | Year: 2014

Based on the force analysis of U-type sub-frame, the formula and design flow was proposed for its lateral stiffness and longitudinal stiffness. Regarding U-type sub-frame as a flexible body, the rigid-flexible coupling vehicle dynamic model was established to dynamically optimize and calculate its stiffness range. If the stiffness of cross rod was different due to a nonstandard part, the calculated stiffness of U-type sub-frame would be revised by the formula for the lateral or longitudinal stiffness of wheelset radial device. Taking the new type of freight car with 27 t axle load in China for example, the influence of U-type sub-frame stiffness on vehicle operation performance was analyzed by SIMPACK dynamics software. The results show that it is better to reduce as possible the lateral and longitudinal stiffness of U-type sub-frame if vehicle stability and negotiation performance on straight lines can be ensured. According to simulation results, the lateral stiffness of U-type sub-frame should be controlled within the range of 14~33 MN·m-1 and its longitudinal stiffness should be over 10 MN·m-1. Since the frequency of cross rod force is less than 12 Hz, which is much smaller than the modal frequency of U-type sub-frame, the structural resonance can be avoided. The lateral and longitudinal stiffness of U-type sub-frame obtained by theoretical calculation is 17 and 10 MN·m-1 respectively, and that obtained from tests is 16.84 and 9.88 MN·m-1 respectively, which has validated the correctness of the design method. Source

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