CRH_3型动车组构架横向失稳成因分析  

Cause Analysis for the Lateral Instability of CRH_3 EMU Framework

作　　者：周清跃[1] 田常海[1] 张银花[1] 常崇义[2] 侯茂锐[2] 

机构地区：[1]中国铁道科学研究院金属及化学研究所,北京100081 [2]中国铁道科学研究院铁道科学技术研究发展中心,北京100081

出　　处：《中国铁道科学》2014年第6期105-110,共6页China Railway Science

基　　金：中国铁路总公司科技研究开发计划项目(2013G008-J)

摘　　要：针对高速动车组因其构架横向加速度超限（简称构架横向失稳）而报警的问题，以武广高速铁路为对象，分析和研究CRH。型动车组构架横向失稳的成因。结果表明：车轮踏面磨耗、部分地段钢轨轨面出现宽光带和双光带（轮轨接触不良）而导致轮轨接触时的等效锥度偏大，是造成动车组在该地段发生构架横向失稳的主要原因；当车轮踏面凹磨达到0．5mm、轮轨接触光带宽度大于50mm时，其等效锥度达到0．5～0．7，易发生构架横向失稳；加大轨距，减少车轮踏面凹磨，严格按设计廓形打磨钢轨，以及使用新廓形钢轨60N，均可有效改善轮轨接触关系，控制轮轨等效锥度的增大。In reference to the alarm problem of high speed EMU due to the overrun of the lateral accelera- tion of its framework （the lateral instability of framework for short）, the causes for the lateral instability of CRHa EMU framework had been studied by analyzing the alarm incident of Wfuhan-Guangzhou high- speed railway. Results indicated that the main causes for the lateral instability of EMU were wheel tread wear and the abnormal equivalent conicity caused by wide light band or dual light band （the poor contact between wheel and rail） on rail surface in some sections. The lateral instability of framework was liable to occur when the depth of the wheel tread wear reached 0.5 mm, the width of Wheel-rail contact band was greater than 50 mm and the equivalent conicity was 0. 5 ~0. 7. The wheel-rail contact relation could be effectively improved and the equivalent eonicity could be controlled by increasing the gauge, reducing wheel tread wear, grinding rail strictly according to the design profile and using the 60N rail with new pro- file.

关 键 词：动车组 构架 横向加速度 等效锥度 车轮踏面 轨头廓形 CRH.型 

分 类 号：U266.2[机械工程—车辆工程] U260.331.8[交通运输工程—载运工具运用工程]