In order to research impacting characteristics of the trainset, the impacting model and governing equations are established, in which, the stiffness and nonlinear damping of a buffer, friction force between rail and the vehicles wheels is considered. The stiffness and nonlinear damping of the buffers used in the model is verified by testing results. By numerical simulation, it is found that when moving trainset impacts standing trainset, because the impacting force, stroke of the buffers located in impacting interface is the maximum, the buffers capacity must be large enough to avoid rigid impact. The impacting force, comfort and safety of moving vehicles or standing vehicles far from the impacting interface with the same distance are nearly same. The farer the vehicle is from impacting interface, the little the vehicles damage is, and the safer the passages are. When vehicles are more, the maximum impacting force is constant approximately; when vehicles are fewer, the maximum impacting force descends obviously. If vehicles are fewer, after impacting, it takes short time for trainset to stop.
After the general model of shunting operation was established, non-linear damping force was imported into ADAMS by means of spline function. Under the same coupling speed, the relationship between different shunting groups, the maximum impacting force and the buffer stroke was researched; the different impacting characteristics of the system were also analyzed under different shunting operations by means of the impulse transmission and kinetic theory method. In the condition of the same coupling speed and vehicles, the results are that the number difference of moving vehicles and static vehicles between the coupling interface was more, the maximum impacting force was smaller, and the buffer stroke was shorter.
Applying the finite element method, the function of finite element analysis software AnsysWorkbench is powerful. Analysis 30 groups of different groove curvature radius coefficient model in extreme condition, obtained in applying extreme working conditions, stress and deformation data. Analysis results show that the inner groove curvature coefficient is 0.525, the outer ring raceway curvature coefficient of bearing is 0.52 when the slewing bearing shows maximum carrying capacity. Calculation, results provide analysis basis for slewing bearing design.
After the model of sterilization area was established, numerical simulate was completed with fluent software. Verified with certain conditions of hot air velocity, the laminar flow tunnel oven is able to meet the relevant requirements of GMP. Under different speeds of hot air, the tunnel oven vials’ relationship between temperature and time, combined with analysis of pressure distribution inside the oven. When the air speed range from 0.6m/s to 1.5m/s, the temperature of vials meet the requirements and the minimum effect of negative pressure to oven.
This paper presents a sequential coupled thermo-metallurgical-mechanical finite element model for low alloy steel quenching which can be used to predict temperature history, evolution of microstructure, internal stress and distortion. The main efforts are to develop a series of subroutines which consider the latent heat released due to phase transformation and numerical implementation of a thermo-metallurgical-mechanical constitute equation. The effectiveness of developed computational method is confirmed by a immersion quenching. Simulations of immersion quenching demonstrate that transformation induce plasticity has significant effect of the evolution of residual stress, distortion and can not be neglected for low alloy steel during immersion quenching.
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