This paper uses vehicle system dynamics simulations to investigate curving resistance generated from the wheel-rail interface. More than 600 simulations were conducted using a freight wagon model to investigate the implications of curve radii, vehicle speeds and track superelevation for curving resistance, as well as the changes of curving resistance with wheelset Angle of Attack (AoA) and track cant deficiency. The results show that with the same curve radius, vehicle speeds and track superelevation can change the simulated curving resistance by 13–26%. Comparatively, vehicle speeds have stronger influences; resistance variations due to speed changes were about 16% larger than those due to superelevation changes. When the speed of the specific wagon was lower than 60 km/h, curving resistance decreases with both the increase of speed and the decrease of track superelevation. However, these trends can change to their opposite directions when speed reaches 70 or 80 km/h. Curving resistance increases with the increase of AoA and with the decrease of curve radii. The analyses of cant deficiency show that overbalanced speed cases generally have lower curving resistance. The results of the specific wagon indicated that zero cant deficiency did not generate the minimum curving resistance.

本文使用车辆系统动力学模拟来研究轮轨界面产生的弯曲阻力。使用货车模型进行了 600 多次模拟，以研究曲线半径、车速和轨道超高对弯曲阻力的影响，以及弯曲阻力随轮对迎角 (AoA) 和轨道倾斜缺陷的变化。结果表明，在相同的弯道半径下，车速和轨道超高可以改变模拟的弯道阻力13-26%。相比之下，车速的影响更大；速度变化引起的阻力变化比超高变化引起的阻力变化大 16%。当特定货车的车速低于60公里/小时时，弯曲阻力随着速度的增加和轨道超高的减小而减小。然而，当速度达到 70 或 80 公里/小时时，这些趋势可能会向相反的方向变化。弯曲阻力随着AoA的增加和曲线半径的减小而增加。对斜面缺陷的分析表明，过平衡速度的情况下通常具有较低的弯曲阻力。特定货车的结果表明，零斜面缺陷没有产生最小的弯曲阻力。