| The D35 Schnabel Wagon is one of the main types of the long-huge special freight wagons. The full vehicle is composed of 8 H-type bogies of three-axle, 4 infra-frames, 2 super-frames and carbody, which has the two friction-constrained trailering-forms, that is, tare short-trailer and laden long-trailer. The two guiding manners (i.e., inner-guiding and out-guiding) are adopted when the curve negotiation. In order to reduce the side-torsion deformation of carbody when running on transition sections between straight and round lines, the technology of hydraulic side-bearing (SB) is applied, in which the SB cylinders on the same side are connected. There are three following difficulties in the complex dynamic system of D35 Schnabel Wagon: the lateral stability of laden long-trailer, the complexity of internal-force constraints and the lateral stability of tare short-trailer (i.e., how much speed does the train can be driven when trailering with the returned D35 Schnabel Wagon).Based on the analysis experience in rigid-flex-coupling system's simulation of T450 Well-hole Wagon, the modeling methodology of the rigid-flex-coupling system and the interface-transaction technical strategy of flexible-body were further improved. And the whole vehicle's models were established by the subsystems, which were modelled according to the following templates: H-type bogie of three-axle, infra-frame, super-frame and carbody. According to the static hydraulic theory, the hydraulic SB was simplified as the general algebraic constraints that the sum of the SB pistons'displacements is zero. In order to analyze the dynamic performance of H-type bogies of three-axle under friction interaction, the computing model of continuous friction was presented to describe the friction interaction on the adopters , SB, etc.. The axle-box variant-friction suspensions of the 1st and 3rd axle were built based on interaction analysis of wedge. Since the Schnabel girders with over constraints and friction constraints, their static deformations are going to be complicated. The complex constraints were therefore divided into main constraints and assistant constraints based on interaction analysis of the flexible Schnabel girders. The main constraints were implemented by the least constrained modals, and the assistant constraints were approached using the elastic internal force constraints.The test contrasts of the rigid-flex-coupling system simulation of D35 Schnabel Wagon shows that the simulation result is validated by dynamic test, and the reasonable explanations are presented on some phenomenon. For the dynamical effects caused by the lateral force of guiding pin under the same curve-negotiation conditions, the dynamical stress factor is 1.366, measured in dynamic stress test; while the dynamical lade factor is 1.343, calculated in dynamical simulation. The maximum test speed is 110km/h for tare short-trailer returning on straight lines; while the conservative critical speed is 100km/h determined in the returning velocity analysis, in which the swing-tail phenomenon is caused by the self-excited vibration of the 4th infra-frame due to roller-type SB friction interaction. For the security of laden long-trailer when small-radius curve-negotiation, the curve-contrast of wheel unloading is presented according to inner-guiding and out-guiding manners, this is accorded with the measured dynamical regularities. And the following advice is given: the necessary superelevation should be needed when the inner-guiding negotiation on small-radius curves, but the superelevation should be decreased as possible when the out-guiding negotiation on minimum-radius curve.Some novel modeling technologies and methodologies are applied in analyses of the system internal force, the wheel/rail security and the gauge of D35 Schnabel Wagon: (1) the interface-transaction technical strategy of flexible-body; (2) the parameterized and modularized template modeling technology; (3) the rigid-equivalent preloading methodology. |
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