Abstract
The ride quality of the railway vehicle is not only affected by the wheel-rail contact geometry but also by the yaw damper. In order to explore this variation law, an equivalent parameter model of the yaw damper was established based on the internal characteristics of the yaw damper, which is both accurate and efficient. Then, considering the influence of wheel wear and wheel-rail contact geometry, ride quality of the railway vehicle under different parameters of yaw damper and wheel-rail contact parameters was analysed. The results show that the wheel-rail contact points are scattered on the wheel profile after the wheel wears out, and the equivalent conicity also tends to increase with the increasing operating mileage. The distribution of ride quality space is sensitive to the change of equivalent conicity. In the low equivalent conicity area, the expansion rate of excellent ride quality space is faster. In the high equivalent conicity area, the expansion rate of qualified ride quality space is faster. Appropriate additional stiffness which is oil stiffness in parallel with structural damping in the equivalent parameter model of the yaw damper can improve the vehicle ride quality. The lateral ride quality is influenced obviously with the condition of the damping of the yaw damper being less than 440 kN·s·m−1. Properly reducing the joint stiffness of the yaw damper could reduce the influence of characteristic parameters of the yaw damper and equivalent conicity of the wheel-rail contact on vehicle lateral ride quality. The optimized characteristic parameters of the yaw damper are used in the actual vehicle test, and the ride quality is effectively improved.
Highlights
China’s CRH3 EMU demonstrated good lateral ride quality in the comprehensive performance test of the BeijingTianjin intercity and Wuhan-Guangzhou high-speed rail, with the maximum lateral Sperling index lower than 2.5
During the comprehensive test of the Beijing-Shanghai pilot section of the CRH380BL EMU, different degrees of lowfrequency lateral shaking of the frame and car body occurred. ese phenomena indicate that the hunting of the EMU is intensified under high-speed operating conditions, which affects the ride quality of the vehicle and the comfort of passengers. e wheel-rail contact relationship deteriorates with the speed of railway vehicles increasing and wheel wear spreading, which results in poor contact characteristics between the wheel and rail [1, 2]
The vehicle vibration caused by the lateral irregularity of the rail is more prominent, and the vehicle vibration affects the ride quality of the vehicle
Summary
China’s CRH3 EMU demonstrated good lateral ride quality in the comprehensive performance test of the BeijingTianjin intercity and Wuhan-Guangzhou high-speed rail, with the maximum lateral Sperling index lower than 2.5. E increase in vehicle operating speed changes the wheel-rail contact geometry, intensifies the vibration of the car body and the frame [7,8,9,10], and changes the working conditions of the both ends of the yaw damper. E above research studies indicate that the stability and ride quality of the railway vehicle could be improved to a certain extent by adjusting the characteristic parameters of yaw dampers. The vehicle’s lateral ride quality space under the coupling effect of yaw damper and wheel-rail contact geometry at different vehicle speeds are calculated so that the variation law of the vehicle’s lateral ride quality with the characteristics of the yaw damper and the wheel-rail contact is obtained. The characteristic parameters of the yaw damper are optimized, which are verified in the actual vehicle test
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