【作者】 黄诗尧；

【导师】 赵永翔；

【作者基本信息】 西南交通大学 ， 机械设计及理论， 2006， 硕士

【摘要】 完成了与K6型转向架疲劳应力计算相关的如下4项工作： (1) 介绍了K6型转向架的构造原理，建立了包含32个基本零部件的货车转向架零部件数据库和实现了转向架的完整装配。 (2) 完成了典型线路K6型转向架轮轨接触力史和摇枕、侧架危险部位的疲劳应变史检测。应用以材料单调Young’s模量(E)乘总应变史的常规法和以E乘静应变分量、以材料循环本构乘动应变分量的新方法，分别把应变转化为疲劳应力，结合Goodman平均应力修正、Miner线性损伤规则和随机循环本构，计算了摇枕、侧架危险部位的当量疲劳应力幅。结果表明，常规法偏于危险。 (3) 采用车辆动力学—有限元集成模型计算了K6型转向架轮轨接触力史及摇枕、侧架的疲劳载荷史。结果表明，计算结果与试验检测结果具有显著差异，而且检测部位可能并非结构疲劳应力最大部位。 (4) 通过反复比较轮轨接触力的线路检测与动力学计算结果，建立了修改参数后的车辆动力学—有限元集成模型，计算了K6型转向架轮轨接触力史及摇枕、侧架的疲劳载荷史。结果表明，这一方法是合理预测车辆结构疲劳应力与确定最大疲劳应力位置的有效工具。更多还原

【Abstract】 Four pieces of work related to the fatigue stressing analysis of the key components of K6 type bogie of railway vehicles.(1) Constructed principle of the bogie is first introduced. And a computer database with 32 basic components and an assemble technique for the bogie were developed.(2) A series of online measurements were carried out for the wheel-rail contact forces and the local deformation histories at the critical sections of bolster and side frames of the bogie. And then, two methods, i.e. a conventional method with the material monotonic Young’s modulus (E) to multiply the deformation and a new method with E to multiply the static phase and with the material cyclic constitution to solve the dynamic phase of the total deformations, were subsequently applied to convert the deformations into fatigue stress. The Miner linear rule and the random cyclic constitutions were further employed to get equivalent fatigue stress amplitudes. The results show that the conventional method gives a non-conservative prediction.(3) An integrated dynamics and finite element simulation was applied to calculate the wheel-rail contact forces and the equivalent fatigue stress amplitudes at the critical sections. The results reveal that this simulation holds a significant difference to the online measurements. Additionally, the possibility is verified that the measured sections without holding the section with maximum fatigue stress amplitude.(4) An improved integrated dynamics and finite element simulation was subsequently employed to solve the equivalent fatigue stress amplitudes after a series of efforts to modify the parameters of vehicle dynamic model aiming to approach the measured wheel-rail contact forces. The results exhibit that this improved simulation is a fine technique to get correct perditions of the equivalent fatigue stress amplitudes and the section with maximum fatigue stress amplitude.更多还原