外文翻译--现代辅助设备在转向架设计方面的应用【中英文文献译文】
外文翻译-现代辅助设备在转向架设计方面的应用【中英文文献译文】,中英文文献译文,外文,翻译,现代,辅助,设备,装备,转向架,设计,方面,应用,利用,运用,中英文,文献,译文
MODERN AIDS IN THE DESIGN OF RAILWAY BOGIESBy A. W. Manser, B.Sc. (Eng.) (Member)The paper illustrates work carried out on motored and non-motored underground train bogies and the experiments carried out in the use of light-alloy bogies and vehicles.INTRODUCTIONSMALL though the London underground system may appear in comparison with main line railways, the intensity of the service run and the physical characteristics of the system impose exceptionally severe conditions on many of the rolling stock components. This is particularly true of the bogies, where the high rate of acceleration and braking, frequent incidence of stopping, severity and number of curves, together with the unusually high load/tare ratio, combine to produce as exacting a problem as may be found in the railway world, apart from the further almost unique disadvantage-in the case of the Tube lines, where the tunnel diameter is only about 12 ft-of a critical space limitation.Of the two types of bogie, motored and non-motored, the former obviously presents by far the more difficult problem in design, and with the continuing trend toward higher rates of acceleration, the motored bogie has become the more numerous. This paper, therefore, deals primarily with the motored bogie, although many of the conclusions apply also to the non-motored bogie.HISTORY OF BOGIE EXPERIENCEThe history of bogie experience on the London Transport system may be summarized by saying that, until recent times, only those bogies of exceptionally robust (and therefore heavy) construction had a record reasonably free from trouble in respect of main structural defects. Even in some of the heavier designs, freedom from structural troubles was achieved only after extensive and costly modification of what had started as basically a main line design of proven reliability.On a system where, by reason of station spacing, quite apart from signal checks, the requirement is to stop every two-thirds of a mile on average, there can be hardly anything more wasteful than to be pushing around unnecessary mass. It is obvious that, with the high present-day costs of energy and materials, such as tyres and brake blocks, and rates of interest and depreciation, the capitalized value of weight of rolling stock on an urban service is no mean consideration.With this in mind, it has been the aim of designers for many years to reduce weight, and it is principally from this consideration that the production of light alloy vehicles for the London Transport service has stemmed.Many of the earlier attempts at weight reduction of the bogies cannot be regarded as an unqualified success, as structural cracks developed in the course of time at many points.With the growth of welding technique between 1930 and 1939, opportunity was seen to achieve a major step forward in reduction of weight by adopting an all-welded design of tube-stock motor bogie (Fig. 1) incorporating some radical departures from former practice. Experience with this design was unhappy, as frame cracks appeared in a number of positions after relatively few years in service. Fig. 2 shows the positions at which cracks were, in the course of time, found to initiate. From the easy position of being wise after the event, it is now clear that the troubles resulted from a combination of the following disadvantageous conditions :(1)The design left something to be desired in that it was more like one of riveted construction, with the riveted knees and brackets omitted, and the main members welded together at their points of abutment.(2) The welding technique applied was inferior by present-day standards.(3) The structure was not stress-relieved after fabrication.(4) The design was of inadequate strength having regard to the necessity to withstand certain forces that arise in service, the severity of which had not been appreciated.Although much could be said on the subject of the first three points mentioned above, it is with the fourth point that the author wishes to deal in this paper, because the experience in carrying out investigations into the stressing of bogie frames in service shows how extremely valuable can be the contribution to design considerations that can be made by strain gauge measurements taken under service conditions.ATTEMPT TO USE THE TECHNIQUE OF RUBBER MODELSA technique has been developed in recent years in which rubber models are used to study the type of deformation produced by a system of forces which are known as to their direction of operation. This technique has been described in a recent paper presented at Nottingham University*. This technique seemed so admirable in revealing the manner of deformation under load and, in consequence, the most promising means of reinforcing the structure, that an attempt has been made to apply the technique to bogie frame design. Unfortunately, it is found that, for a structure of this type, a material which is sufficiently flexible to deform to an obvious extent under additional lateral loading, sags under normal gravity loading to an excessive degree.An alternative method of applying the same technique is being tried out by making the structure out of thin spring steel, strong enough to withstand vertical loading without deformation but readily deflected in a horizontal plane.Experiments with models made in this way have not yet been progressed to any real conclusion, but Fig. 10 shows a model of this type entering a curve. The points of flexure in the frame are remarkably coincident with the areas in which bogie frame fractures are commonly known to develop. The severity of loading produced by running into curves is of particular importance in the case of the London Transport system, where the original system, constructed for the most part during the first decade of the century, may quite aptly be described as a few short lengths of straight track joined together by a number of curves.Furthermore, it should be noted that these old tunnels were driven without transitions between straight and curved portions, so that not only is the lateral acceleration suddenly applied but the civil engineer has no opportunity to apply the correct cant at the beginning of the curve by reason of the limited rate at which the cant may be applied. The system may, therefore, be regarded as an endurance test track for bogies and it is not greatly surprising that, in endeavouring to lighten construction, much trouble has been encountered in the past.Some confidence can, however, now be felt that, with these modern aids to design, progress to lighter construction can be made with material used to good effect where it is required, in the knowledge that it is being sensibly loaded but not overloaded.现代辅助设备在转向架设计方面的应用本文对地铁动车和拖车转向架进行了说明并使用轻合金转向架和车辆进行了实验。引言虽然伦敦地铁系统与主线铁路相比可能比较小,但是许多机车车辆组件的服务运行强度和系统的物理特性处于特别苛刻的条件下。特别是对转向架而言,其中,高速加速和制动,频繁的停车,曲线的数量和弯曲程度,与不寻常的高负载/皮重比一起,结合而产生了一个在铁路世界范围内同样存在的问题,在隧道直径只有约12英尺的临界空间限制的情况下,限界过小几乎是唯一的缺点。这两种动车和拖车转向架,迄今为止前者在设计上明显提出更有挑战性的问题,并呈现出以较高比率持续发展的趋势,动车转向架已经成为研究的焦点。因此,虽然这篇论文许多结论也适用于拖车转向架。但主要涉及的还是动车转向架转向架的历史伦敦交通运输系统转向架的历史经验可以总结为:直到最近,只有那些结构稳定 (重型)的转向架在就结构缺陷情况下适当摆脱困境的记录,即便是在重量的设计上,结构问题自由度的获取也是经过大量昂贵的修正才开始主要线路设计的基本可靠性验证。在一个系统中,由于站间距的原因,去除信号检查,要求平均每英里的三分之二是停止,几乎没有更多的浪费超过要推动周围不必要的质量。很明显,随着目前能源和原材料成本的提高,如轮胎和制动块,和利息和折旧,车辆重量的资本化价值城市服务并不会考虑。考虑到这一点,减轻重量一直是设计者多年的目,并且出于这样的考虑所生产的轻合金车辆已经是伦敦运输服务的主力军。许多早期的尝试轻量化转向架的不能被视为绝对的成功,因为结构裂缝在许多位置发生。1930年和1939年之间的焊接技术的发展,采用全焊接设计管材动车转向架结合径向横距的实践被视为是实现轻量化的重要一步。这种设计经验是不幸的,因为相对服务几年后框架裂缝出现在多个位置。图2显示了裂纹的位置,随着时间的推移,慢慢的被发现。随着时间的推移,逐渐被开始发现。从作为事后自作聪明的角度,这是现在很清楚的,问题源于以下不利条件的组合:(1)一些不理想的设计,因为它更像是铆接结构之一,铆接肘管并且省略肘板,主要组成部分在临近点焊接在一起。(2)以今天的标准来看,焊接技术的应用是低劣的。(3)在结构制造后没有消除应力。(4)设计强度不足的必须考虑在运行时承受力量的增加,严重的已经影响到性能。虽然上面提到的前三点都可以深入研究,但作者希望在本文中研究第四点,因为运行条件下记录的应变计测量调查的经验显示转向架构架在运行中有极大的设计价值。尝试使用橡胶模型的技术一种技术是近年来在橡胶模型被用来研究由一种众所周知的方向力操作系统产生的变形类型。该技术已经在在诺丁汉大学最近的一篇论文中提出了。此技术似乎在揭示负载下变形的方式如此令人信服,而且结果是,在增强结构上成为最有前景的手段,并且尝试将此技术应用于转向架的设计。不幸的是,可以发现,对于这种类型的结构,这是一种在附加荷载作用下具有足够明显的柔性形变程度的材料,在正常重力加载下变形过量。施加相同的技术的另一种方法是通过试用薄弹簧钢的结构,足以承受垂向载荷而不变形而容易偏离水平面.用这种方式制成的模型进行实验尚未任何实际的结论,但图10显示出这种类型的模型的输入曲线。构架的弯曲点与转向架构架在运行中的裂纹点是重合的。伦敦交通系统在运行中加载的严重程度在曲线中是非常重要的,在原来的系统,本世纪的第一个十年期间建造的大部分,可以相当贴切描述成曲线是由几个短直轨道连接在一起的。此外,应该指出的是这些旧的隧道在直线和曲线部分之间的没有驱动的转换过渡,这样不仅施加了突然的横向加速度,而且土木工程师因开始在该斜面被应用于有限的速率而没有机会来应用正确的倾斜。因此,该系统可以被视为是一种转向架持久程度的测试,它不是非常的的令人惊讶,由于努力减轻施工,很多麻烦已在过去所遇到。一些信心可以有,然而,现在认为,这些现代的辅助设计,如果有需求可以使用较轻的建筑材料而且使用效果良好,但在认知上它是被明智地加载但不超载。现代辅助设备在转向架设计方面的应用机电工程学院本科毕业设计外文翻译现代辅助设备在转向架设计方面的应用MODERN AIDS IN THE DESIGN OF RAILWAY BOGIES学 院: 机电工程学院 专 业: 车辆工程 学 生 姓 名: 赵毅 学 号: 201104209 指 导 教 师: 商跃进 完 成 日 期: 2015年4月19日 兰州交通大学Lanzhou Jiaotong University现代辅助设备在转向架设计方面的应用By A. W. Manser, B.Sc. (Eng.) (Member)本文对地铁动车和拖车转向架进行了说明并使用轻合金转向架和车辆进行了实验。引言虽然伦敦地铁系统与主线铁路相比可能规模比较小,但是许多机车车辆零部件的强度和系统的物理特性都有极高的要求。特别是对转向架而言,其中,高速运行时的加速和制动,频繁的停车,曲线的数量和弯曲程度,与不寻常的高负载/皮重比一起,结合而产生了一个在世界铁路范围内同样存在的问题,在隧道直径只有约12英尺的临界空间限制的情况下,限界过小几乎是唯一的缺点。这两种动车和拖车转向架,迄今为止前者在设计上明显是更有挑战性的问题,并呈现出以较高比率持续发展的趋势,动车转向架已经成为研究的焦点。因此,虽然这篇论文许多结论也适用于拖车转向架,但主要涉及的还是动车转向架。转向架的历史伦敦交通运输系统转向架的历史经验可以总结为:直到近期,只有那些结构稳定 (重型)的转向架在就结构缺陷情况下有适当摆脱困境的记录,即便是在重量的设计上,结构问题自由度的获取也是经过大量的修正才开始主要线路设计的基本可靠性验证。在一个系统中,由于站间距的原因,去除信号检查,要求平均每英里的三分之二是停止,更多的浪费是要推动周围不必要的质量。很明显,随着目前能源和原材料成本的提高,如轮胎和制动块,价钱和折旧率,车辆重量的资本化价值城市运行中并不会考虑。考虑到这一点,轻量化一直是设计者多年的目,并且出于这样的考虑所生产的轻合金车辆已经是伦敦运输服务的主力军。许多早期的尝试轻量化的转向架不能被视为绝对的成功,因为结构裂缝发生在许多位置。1930年和1939年之间的焊接技术的发展,采用全焊接设计管材动车转向架结合径向横距的实践被视为是实现轻量化的重要一步。但是这种设计经验是不幸的,因为相对服务几年后框架裂缝出现在多个位置。图2显示了裂纹的位置,随着时间的推移,慢慢的被发现。从作为事后自作聪明的角度,现在这是很清楚的,问题源于以下不利条件的组合:图2(1)一些不理想的设计,因为它更像是铆接结构,铆接肘管并且省略肘板,主要组成部分在临近点焊接在一起。(2)以今天的标准来看,焊接技术的应用是低劣的。(3)在结构制造后没有消除应力。(4)设计强度不足的必须考虑在运行时承受力量的增加,严重的已经影响到性能。虽然上面提到的前三点都可以深入研究,但作者希望在本文中研究第四点,因为运行条件下记录的应变计测量调查的经验显示转向架构架在运行中有极大的设计价值。尝试使用橡胶模型的技术一种技术是近年来在橡胶模型被用来研究由一种众所周知的方向力操作系统产生的变形类型。该技术已经在在诺丁汉大学最近的一篇论文中提到了。此技术似乎在揭示负载下变形的方式如此令人信服,而且结果是,在增强结构上成为最有前景的手段,并且尝试将此技术应用于转向架的设计。不幸的是,可以发现,对于这种类型的结构,这是一种在附加荷载作用下具有足够明显的柔性形变程度的材料,在正常重力加载下变形过量。施加相同技术的另一种方法是通过试用薄弹簧钢的结构,足以承受垂向载荷不变形却容易偏离水平面.用这种方式制成的模型进行实验尚未任何实际的结论,图10显示出这种类型的模型的输入曲线。构架的弯曲点与转向架构架在运行中的裂纹点是重合的。伦敦交通系统在运行中加载的严重程度在曲线中是非常重要的,在原来的系统,本世纪的第一个十年期间建造的大部分铁路,可以相当贴切描述成曲线是由几个短直轨道连接在一起的。图10此外,应该指出的是这些旧的隧道在直线和曲线部分之间的没有驱动的转换过渡,这样不仅施加了额外的横向加速度,而且土木工程师由于开始在该斜面被应用有限的速率而没有机会来应用正确的斜率。因此,该系统可以被视为是一种转向架持久程度的测试,它不是非常的的令人惊讶,由于极大程度的减少施工,很多麻烦已在过去所遇到。一些信心可以有,然而,现在认为,这些现代的辅助设计,如果有需求可以使用较轻的建筑材料而且使用效果良好,但在认知上它应该是被有限度的使用。- 3 -
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