基于静态轮重减载率的车辆参数分析
Vehicle Parameter Analysis Based on Static Wheel Unloading

轮重减载率主要反映车轮减载的程度，当轮重减载率过大时，车辆脱轨风险增加。在TSI标准体系中，采用EN 14363静态轮重减载率是第三种评估方法的指标，国外其他标准如英国标准GM/RT 2141、澳大利亚ROA指南和美国公共交通协会规定的APTA PR-M-S-014-06均将静态轮重减载率作为评估扭曲线路的评估指标。本文根据美国公共交通协会规定的静态轮重减载率评估方法，基于某市域车辆以仿真和试验相结合的方式进行分析。结果表明：仿真结果与试验结果的最大偏差为0.5%，因此模型可以代替试验进行评估；较大的一系垂向刚度、较小的簧上质量、簧间质量和簧下质量对静态轮重减载率不利，当一系垂向刚度增大，簧上、簧间和簧下质量降低25%时，轮重减载率分别增大20%、17%、5%、6%。因此，在设计车辆时，建议一系垂向刚度范围为1~1.47 MN/m。
Wheel unloading mainly reflects the degree of wheel unloading. When the wheel unloading is too large, the risk of derailment increases. In the TSI standard system, the static wheel unloading of EN 14363 is the indicator of the third evaluation method. Other foreign standards such as British Standard GM/RT 2141, Australian ROA Guide and APTA PR-M-S-014-06 stipulated by the American Public Transportation Association both use the static wheel unloading as an evaluation index to evaluate twisted lines. This paper analyzes a combination of simulation and test based on a municipal vehicle according to the evaluation method of static wheel unloading stipulated by the American Public Transportation Association. The results show that the maximum deviation between the simulation results and the test is 0.5%, so the model can be evaluated instead of the test. The large primary series vertical stiffness, small sprung mass, inter-sprung mass and unsprung mass are unfavorable to the static wheel unloading; as the primary vertical stiffness increases, the sprung, inter-sprung and unsprung masses decrease at 25%, the static wheel loading reduction rate increases by 20%, 17%, 5%, and 6%, respectively. Therefore, when designing the vehicle, it is recommended that the primary vertical stiffness range is 1~1.47 MN/m.