鐵道機車車輛相關(guān)英語翻譯

1、<p>　　Cut wheel fracture problems and maintenance costs</p><p>　　Jorg Villmann looks at the problems of wheel fracture and the development of new designs to reduce failure problems and maintenance costs

2、.</p><p>　　In the late 1960s and 1970s axel loads and speeds of railway vehicles increased rapidly. This led to higher thermal an mechanical loads of the wheels. Tiered wheels showed loose types after strong

3、 heating during runs on mountainous lines or following to brake irregularities. Maintenance costs for type changing increased more and more. In order to solve these problems solid wheels were introduced. The most common

4、 used wheel type was the so-called ORE wheel developed by the European railways unde</p><p>　　Research programme </p><p>　　The European Rail Research Institute (ERRI), which is part of the UIC,

5、was selected to lead the project work. The committee responsible for the work was the B 169 specialists committee. Three major problems were considered work programme :* Monitoring of the wheels in service.* Improvemen

6、t of material characteristics.* Improvement of the residual stress level and the displacement behaviour .With the first problem it was important to summarise the experience of the different railways and to g</p>

7、<p>　　Requirements</p><p>　　As a result of the research work, a number of new requirements for wheel material and wheel design were defined. These requirements led to new or revised international speci

8、fications. The material requirements are defined in UIC-leaflet 812-36 and recently in the European standard EN 132627. For R7T steel grade (or ER7T according to EN 13262) a fracture toughness KIC or KQ of 80 MPa (mean v

9、alue) and 70 MPa (minimum value) is required. For ER6T the corresponding requirements are 100 MPa (mean val</p><p>　　Product development and verification</p><p>　　The stress ranges for the vario

10、us designs are calculated as follows:* Wheel 21.061.00 (BA 004)/21.061.10 (BA 304) ±240.9 MPa (25 t axle load),* Wheel 21.431.01 (BA 378) ±175.9 MPa,* Wheel 21.430.01 (BA 375) ±168.9 MPa,* Wheel 21.463

11、.00 ±185.2 MPa (exceptional lateral forces for the calculation required). Therefore for the wheel designs 21.061.00 (BA 004)/21.061.10 (BA 304)and 21.463.00 additional fatigue tests are necessary. The results of

12、 both fatigue tests and field tests showed suffic</p><p>　　Conclusion</p><p>　　Due to increased service loads especially increased thermal loads, Radsatzfabrik Isenburg GmbH developed a family o

13、f wheel designs for different applications. They meet the requirements of the new or revised specifications. Up to now no failure of these designs occurred. The residual stress level is lower compared with the former des

14、igns. Therefore the residual stress measurement during the maintenance can be cancelled. Due to the low lateral displacements no wheelset has to be replaced. The whe</p><p>　　車輪斷裂問題及維修費用</p><p>

15、　　Jorg Villmann研究車輪斷裂問題,開發(fā)新的設計,以降低故障維修費用問題。 </p><p>　　In the late 1960s and 1970s axel loads and speeds of railway vehicles increased rapidly.在60年代末和70年代鐵路機車車輛重載和高速程度迅速提升。 This led to higher thermal an mecha

16、nical loads of the wheels.這導致了機械車輪要承載更高的熱負荷。 輪箍Tiered wheels showed loose tyres after strong heating during runs on mountainous lines or following to brake irregularities.輪箍車輪在山區(qū)線路入下坡道反復制動運行時受到強熱負荷出現(xiàn)松動。Maintenance costs

17、for tyre changing increased more and more.維修費用為換輪箍的增加而越來越多。 </p><p>　　In order to solve these problems solid wheels were introduced.為了解決這些問題，發(fā)展出了整體車輪。 The most common used wheel type was the so-called ORE wh

18、eel developed by the European railways under the roof of the ORE (today European Rail Research Institute ERRI) as the research institute of the UIC (International Union of Railways).最常用的輪型，是所謂的ORE車輪，是ORE下屬的發(fā)達的歐洲鐵路開發(fā)的(今天的

19、歐洲鐵路研究院ERRI)，作為UIC(國際鐵路聯(lián)盟)的研究所。 </p><p>　　隨著整體車輪的進一步使用，由于制動的原因，F(xiàn)ollowing the extended use of solid wheels in connection with a block brake, the unforeseen problem of wheel fracture occurred.隨著陸 ，，，車輪斷裂這一不可預

20、見的問題發(fā)生了。Investigation of failured wheels showed that two principal forms of wheel fracture occurred - radial fracture from the wheel rim straight through the web down to the hub or beginning in the rim, running straight

21、in to the web and shared in two branches.調(diào)查裂損的車輪顯示有兩種主要損傷形式，車輪發(fā)生輻射狀損傷，從輪緣直透過輪輻傳給到輪轂或從輪輞開始，直線運行到輪輻上，并分成兩個分支。 It was </p><p>　　Detailed investigation showed that all failured wheels were thermally damaged and

22、had high residual tensile stresses in the rim of about 300 MPa.詳細的調(diào)查表明，所有裂損車輪均被熱破壞，在輪輞處有較高的約300兆帕的殘余應力。Though the number of failed wheels was relatively small each failure could lead to devastating consequences.雖然失穩(wěn)車輪數(shù)量相

23、對較小，但是每次失穩(wěn)可能導致災難性的后果。 Therefore intensive research work was carriued out to improve this situation.因此,深入研究工作被提出來以改善這種狀況。 </p><p>　　Research programmme研究過程</p><p>　　The European Rail Research Ins

24、titute (ERRI), which is part of the UIC, was selected to lead the project work.歐洲鐵路研究院(ERRI)，是歐洲鐵路聯(lián)盟的一部分，被選定承擔這一項目工作。The committee responsible for the work was the B 169 specialists committee.該委員會負責的工作是B169專家委員會。Three ma

25、jor problems were considered work programme:三大問題分別審議的工作方案：</p><p>　　* Monitoring of the wheels in service.*維護中監(jiān)測車輪；</p><p>　　* Improvement of material characteristics.*改善材料的特性；</p><p&

26、gt;　　* Iimprovement of the residual stress level and the displacement behaviour.*改善殘余應力等級和橫向穩(wěn)定性。 </p><p>　　針對With the first problem it was important to summarise the experience of the different railways and

27、to get more detailed knowledge of the condition of the wheels in service.針針對性第一個問題，重要的是要總結(jié)各種鐵路運用經(jīng)驗并得到更詳細的車輪維護狀況的信息。 These investigations confirmed the results concerning the residual stresses.這些調(diào)查確認的結(jié)果就殘余應力。 Table 3 show

28、s an example for the residual stress distribution in the wheel rim [1].Approximately 10 per cent of the wheels had residual stresses of about 300 MPa.大約有百分之十的車輪殘余應力約300兆帕。On the ot</p><p>　　Therefore the fir

29、st step was to set-up rules for monitoring of the wheels in service including acceptance criteria.因此，第一步是設置規(guī)則的監(jiān)測車輪的維護情況，包括驗收標準.BB169的專家委員會，制定了4個特色的目視檢查，以確定潛在的車輪熱負荷?，F(xiàn)行的車輪維修模式的評估標準也被Criteria for the assessment of the wheel

30、s undergoing maintenance were also defined.現(xiàn)行定義。Wheels with thermal damages must undergo residual stress measuring and, if required, crack detection.車輪與熱損失必須經(jīng)過殘余應力的測量，如果需要，還要進行裂縫檢測。The whole procedure is defined in4.整個程序

31、被定義為四個階段。Following to the implementation of</p><p><b>　　。</b></p><p>　　In order to be independent from detailed maintenance rules and in-service monitoring, research then focused on

32、the improvement of the wheel material.為了能獨立于詳細的維修制度和服務監(jiān)控，當時的研究重點放在了改善車輪材料上。 The results can be summarised as follows5:結(jié)果可以概括為以下幾點： </p><p>　　* Normally no KIC values were found, that are KQ values.*通常發(fā)現(xiàn)沒有KIC

33、值可查,只是KQ值； </p><p>　　* KQ is suitable to describe the material characteristics,.*KQ是適于描述材料的特性；</p><p>　　* KQ between 70 and 85 MPaÃm is achievable for steel grade R7T.*KQ介于70至85兆帕之間，R7T級鋼可以

34、實現(xiàn)。 </p><p>　　The third step focused on the reduction of the residual tensile stress level in the rim and on the lateral displacement of the rim.第三步專注于減少輪輞及受外側(cè)位移的輪緣處的殘余應力的水平。 In this regard the shape of the

35、wheel web is essential.在這方面，輪輻的形狀是十分重要的。 Therefore different proposals were developed by the wheel producers and were tested under the roof of the ERRI research programme.因此，不同的方案，分別制定了車輪生產(chǎn)者并在歐洲鐵路研究院研究方案下測試。Generally it

36、can be stated that a more flexible wheel web is suitable to reduce the residual tensile</p><p>　　Requirements要求 </p><p>　　As a result of the research work, a number of new requirements for wheel

37、 material and wheel design were defined.由于此項研究工作,一些新的要求,車輪材料和車輪的設計作了界定。These requirements led to new or revised international specifications.這些要求導致了新的或修訂的國際標準。The material requirements are defined in UIC-leaflet 812-36 a

38、nd recently in the European standard EN 132627.材料的要求,是指在UIC-單張812-36,最近又在歐洲標準EN132627中。For R7T steel grade (or ER7T according to EN 13262) a fracture toughness KIC or KQ of 80 MPaÃm (mean value) and 70 MPaÃm &l

39、t;/p><p>　　Regarding the wheel design requirements the UIC published the new UIC leaflet 510-58 which was prepared by the ERRI B 169 specialists committee.至于輪設計要求UIC發(fā)表新UIC規(guī)程510-58，是ERRI B169專家委員會所準備的。This docum

40、ent is also the basis for the development of a new Draft European standard prEN 13979-1 which is in preparation now.這個文件也是此基礎(chǔ)上制定了一項新的決議歐洲標準pren13979-1即現(xiàn)在籌備工作。The new standards are built up as a specification giving more

41、freedom to the designer.這套新標準做為規(guī)范被建立，這為設計師們提供了更多的自由。According to these specificat</p><p>　　* Geometrical aspect: to allow interchangeability.*幾何方面:允許互換性； </p><p>　　* Thermomechanical aspect: to

42、manage wheel deformation and to ensure that braking do not induce wheel failure.*熱應力方面:阻止車輪變形,以確保剎車不導制車輪失穩(wěn)； </p><p>　　* Mechanical aspect: to ensure that no fatigue crack in the web will occur.*力學方面:為確保無疲勞裂紋

43、在輻板上發(fā)生； </p><p>　　* Acoustical aspect: to ensure that the solution is better or equal compared with a reference wheel (informative).*音質(zhì)方面:以確保解決辦法是優(yōu)于或等于參考輪。 </p><p>　　從以下三個方面考慮互換性的要求是必要的Concernin

44、g the interchangeability requirements in three ways are necessary depending on the customer1:從以: </p><p>　　* Functional requirements, eg wheel diameter, tread profile, asymmetry of the hub with regard to the

45、 rim.*功能要求,如車輪直徑,踏面輪廓,不對稱輪轂,輪緣；</p><p>　　* Fitting requirements, for example, length of the hub, bore diameter.*裝配要求,例如輪轂的長度,孔徑； </p><p>　　* Maintenance requirements, eg clamping conditions of t

46、he wheelset reprofiling lathes.*維修要求,例如輪軸在車床側(cè)面的夾緊條件。 </p><p>　　在設計輪輻方面The designer has full freedom regarding the design of the wheel web.設計師有充分的自由。</p><p>　　閘瓦制動的For railway vehicles with block

47、 brakes the brake power has to be considered.鐵路機車車輛，制動功率應予以考慮。 Tests with freight trains running on long mountainous lines through the Alps received an average brake power level of 50kW for a wheel with 920mm diameter.貨運

48、列車在長大山區(qū)線路通過阿爾卑斯山測試時，平均一個直徑920mm的車輪.受到的制動功率為50kw 。For smaller wheels the brake power is on a corresponding lower level.對于更小直徑的車輪這個制動功率是一個相對較低的水平. Therefore wheels for freight wagons have to resist these brake loads8.所以貨車的

49、車輪要承擔制動載荷。</p><p>　　For vehicles with different brake systems, such as disc brakes, an assessment of the thermal behaviour is not necessary.車輛使用不同的制動系統(tǒng),如盤形制動,評估的熱性能是沒有必要的。 For combined brake systems (block b

50、rake and others) modified loads shall be agreed between customer and supplier.聯(lián)合制動系統(tǒng)(閘瓦制動及其他)改良負荷應達到客戶和供應商的要求。 </p><p>　　The brake loads are reproduced on a brake test bench.制動載荷在制動器試驗臺上被轉(zhuǎn)載。 Table 5 shows an

51、 example for a test bench. In order to check the thermal behaviour the wheel is loaded with a number of brake cycles.為了檢測熱性能，車輪上設置了一些制動周期。 For the assessment unified criteria are defined in UIC 510-5 and prEN 13979-1 res

52、pectively.為統(tǒng)一評估標準,制定了UIC510-5和PREN13979-1。下面的輪輞中的殘余應力標準是合理的For the level of residual tensile stresses in the rim the following criteria are valid: For a wheel with its nominal diameter a stress </p><p>　　For

53、 the mechanical aspect8 determine a relative conventional procedure.對機械外形的確定是一個相對常規(guī)的程序。First step is a stress calculation using the finite element method.第一步是應力計算采用有限元方法。三種常規(guī)的負荷Three conventional load cases are to be con

54、sidered representing straight track full curves and points and crossings.三種被視為曲線和點的平交道口上。Based on these loads the normal stresses for each node of the FE mesh is calculated.基于這些載荷可以計算有限元網(wǎng)格的每個節(jié)點上的常規(guī)應力。Comparing the stress

55、es for the different load cases a stress range or a stres</p><p>　　Concerning the acoustical aspect it is, of course, not a target that new developed wheels have higher sound radiation compared with existing

56、 designs.關(guān)于音質(zhì)方面的資訊,當然不是目標, 相比現(xiàn)有的設計新開發(fā)的車輪設計有更高的聲輻射。Therefore a sound level is described which is comparable with the former ORE standard wheels8.因此,車輪的音質(zhì)水平應滿足ORE標準。The sound level can be determined by a calculation.聲壓級可以由

57、計算得到。The acoustical requirements are informative only.音質(zhì)所需的只是數(shù)據(jù)而已。</p><p>　　Product development and verification產(chǎn)品開發(fā)和驗證 </p><p>　　應力范圍的各種設計計算方法如下: </p><p>　　* Wheel 21.061.00 (BA 00

58、4)/21.061.10 (BA 304) ±240.9 MPa (25 t axle load),*車輪21.061.00(ba100045)/21.061.10(ba304)±240.9兆帕(25噸軸重)； </p><p>　　* Wheel 21.431.01 (BA 378) ±175.9 MPa,*車輪21.431.01(ba378)±1759兆帕斯卡 ；<

59、;/p><p>　　* Wheel 21.430.01 (BA 375) ±168.9 MPa,*車輪21.430.01(ba375)±168.9MPa時； </p><p>　　* Wheel 21.463.00 ±185.2 MPa (exceptional lateral forces for the calculation required).*車輪21.

60、463.00±1.852兆帕(特殊的側(cè)向力來計算的要求)。 </p><p>　　Therefore for the wheel designs 21.061.00 (BA 004)/21.061.10 (BA 304)and 21.463.00 additional fatigue tests are necessary.因此對車輪設計21.061.00(ba100045)/21.061.10(ba3

61、04)21.463.00額外疲勞試驗是必要的。The results of both fatigue tests and field tests showed sufficient mechanical characteristics.結(jié)果雙方的疲勞試驗及實地試驗表明有足夠的力學性能。 </p><p>　　Conclusion結(jié)論 </p><p>　　Due to increased

62、service loads especially increased thermal loads, Radsatzfabrik Ilsenburg GmbH developed a family of wheel designs for different applications.由于增加了服務量,特別增加了熱負荷, Radsatzfabrik Isenburg GmbH開發(fā)一系列化的針對不同應用車輪設計。他們They meet th

63、e requirements of the new or revised specifications6,7, and 8.符合要求的新的或修訂的制度. Up to now no failure of these designs occurred.到現(xiàn)在為止這些設計并沒有失穩(wěn)發(fā)生。相比以往的設計The residual stress level is lower compared with the former designs.殘余應力