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基于走行面形状优化的跨座式单轨交通车辆走行轮胎偏磨损控制

李立恒1文孝霞2王爱彬1杜子学2陈亮3赵峻1刘旭2

Biased Wear Control of Straddle-type Monorail Vehicle Running Tires Based on Running Surface Profile Optimization

LI Liheng1WEN Xiaoxia2WANG Aibin1DU Zixue2CHEN Liang3ZHAO Jun1LIU Xu2

作者信息:

1.中车长春轨道客车股份有限公司， 130022，长春；
2.重庆交通大学机电与车辆工程学院， 400074，重庆；
3.重庆中车长客轨道车辆有限公司, 401133, 重庆
Affiliation:

1.CRRC Changchun Railway Vehicles Co., Ltd., 130022, Changchun, China;
2.School of Mechatronics and Vehicle Engineering, Chongqing Jiaotong University, 400074, Chongqing, China;
3.Chongqing CRRC Changchun Railway Vehicles Co., Ltd., 401133, Chongqing, China
关键词:

跨座式单轨交通车辆;轮胎磨损;走行面
Key words:

straddle-type monorail vehicle;tire wear;running surface
DOI:

10.16037/j.1007-869x.20231189
中图分类号/CLCN:

U270.331+1∶U232
栏目/Col:

车辆制造与列车控制

摘要:

［目的］走行轮胎偏磨损控制是跨座式单轨交通车辆的关键技术难题。有必要研究跨座式单轨交通车辆通过走行面曲线段时走行轮胎的偏磨损控制。［方法］以轨道梁走行面弧高为优化变量，以走行轮胎摩擦功总和与摩擦功偏度值为双优化控制目标，构建了跨座式单轨交通车辆走行面优化模型；基于跨座式单轨交通车辆动力学模型，建立了走行面优化变量与走行轮胎工况边界参数间的函数关系；利用粒子群优化算法，采用多学科联动优化仿真模式，获得了轨道梁走行面弧高Pareto最优解。［结果及结论］当内侧走行凹面弧高最优解为23.50 mm时，走行轮胎的摩擦功总和下降5.09%，摩擦功偏度值下降10.69%；当外侧走行凸面弧高最优解为12.21 mm时，走行轮胎的摩擦功总和下降4.85%，摩擦功偏度值下降26.74%。通过优化轨道梁走行面弧高，合理设计确定走行面形状，不仅能使走行轮胎的偏磨损现象得到一定程度改善，还能达到降低走行轮胎磨损的目的。

Abstracts:

［Objective］ Controlling the biased wear of running tires is a critical technical challenge for SMT (straddle-type monorail transit) vehicles. It is necessary to study the control of biased tire wear when a SMT vehicle passes through curved segments of the running surface. ［Method］ Taking the arc height of the track beam running surface as the optimization variable, and using the total friction work of the running tires and the deviation of the friction work as dual optimization objectives, an optimization model for the running surface of SMT vehicles is established. Based on the dynamics model of SMT vehicles, a functional relationship is developed between the running surface optimization variables and the boundary parameters of the running tire operating conditions. A multidisciplinary co-simulation optimization approach using the particle swarm optimization algorithm is employed to obtain the Pareto optimal solutions for the arc height of the track beam running surface. ［Result & Conclusion］ When the optimal arc height of the concave inner running surface is 23.50 mm, the total friction work of the running tires decreases by 5.09%. When the optimal arc height of the convex outer running surface is 12.21 mm, the total friction work of running tires decreases by 4.85%, and the friction work deviation value decreases by 26.74%, and the overall friction work deviation value decreases by 10.69%. By optimizing the running surface arc height of the rail beam and reasonably designing the running surface profile, the biased wear of running tires can be mitigated to some extent, thereby achieving the goal of reducing running tire wear.