中文摘要：

为了减少车轮侧面，高速度的火车穿并且扩大车轮的服务生活，为高速度的车辆的一个动态模型被安装，在哪个 wheelset 被认为是灵活身体，和实际测量磁道不规则，线条件被考虑。车轮侧面的 wear 深度被著名 Archard 计算穿法律。通过这个模型，车轮侧面的 wear 上的车轮侧面，主要暂停僵硬，轨道抵押品，和栏杆斜面的影响通过多重反复的计算被学习。类型 XP55 车轮侧面举办的数字模拟结果表演最小累积穿深度，和类型 LM 车轮侧面最大穿深度。为了减少车轮的 wear，介绍，车轮的相等的锥削度不应该太大或太小。在另一方面，小主要垂直僵硬，在 1,4351,438 公里附近的一件轨道抵押品，和在 1:351:40 附近的一个栏杆斜面是有益的因为动态表演改进和车轮穿缓和。

英文摘要：

In order to reduce the wheel profile wear of highspeed trains and extend the service life of wheels, a dynamic model for a high-speed vehicle was set up, in which the wheelset was regarded as flexible body, and the actual measured track irregularities and line conditions were considered. The wear depth of the wheel profile was calculated by the well-known Archard wear law. Through this model, the influence of the wheel profile, primary suspension stiffness, track gage, and rail cant on the wear of wheel profile were studied through multiple iterafive calculations. Numerical simulation results show that the type XP55 wheel profile has the smallest cumulative wear depth, and the type LM wheel profile has the largest wear depth. To reduce the wear of the wheel profile, the equivalent conicity of the wheel should not be too large or too small. On the other hand, a small primary vertical stiffness, a track gage around 1,435-1,438 mm, and a rail cant around 1：35-1：40 are beneficial for dynamic performance improvement and wheel wear alleviation.