列车荷载下钢轨振动加速度的空间分布特征

蔡小培; 谭希; 郭亮武; 钟阳龙

doi:10.3969/j.issn.0258-2724.2018.03.005

列车荷载下钢轨振动加速度的空间分布特征

doi: 10.3969/j.issn.0258-2724.2018.03.005

基金项目:

中国铁路总公司科技研究开发计划资助项目 2017G002-H

国家自然科学基金资助项目 51778050

国家自然科学基金资助项目 51578053

详细信息

作者简介:
蔡小培(1982-), 男, 副教授, 研究方向为铁路轨道结构与轨道动力学, E-mail:xpcai@bjtu.edu.cn

中图分类号: U213
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- 文章访问数: 565
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- 被引次数: 0
出版历程
- 收稿日期: 2017-09-11
- 刊出日期: 2018-06-01

Spatial Distribution Characteristics of Rail Vibration Acceleration under Train Load

摘要

摘要: 为了探究列车通过时钢轨振动的基本参数和敏感区域，基于多体动力学软件GENSYS和有限元软件ABAQUS，分别建立车辆-轨道动力学模型和轨道-下部基础有限元模型.以动力学模型计算得到的轮轨力为激励，输入轨道-下部基础有限元模型，计算分析车速、轨道不平顺和钢轨支承方式等因素对钢轨加速度的影响.研究结果表明：钢轨加速度从轨头到轨底逐渐减小，轨枕上方轨头加速度明显大于轨枕之间.钢轨加速度对车速最为敏感，车速从200 km/h增加到350 km/h时，无砟轨道轨头加速度从1.476 km/s²增加到2.980 km/s².连续支承式无砟轨道，钢轨加速度小于传统离散支承式无砟轨道.加速度传感器建议安装在轨头外侧，传感器的采集频率、量程应考虑列车速度、轨道不平顺等影响.
- 车-轨耦合 /
- 轨道动力学 /
- 有限元模型 /
- 钢轨加速度 /
- 传感器
Abstract: A vehicle-track dynamic model and track-substructure finite element model were established to study the basic parameters and sensitive areas of rail vibration, respectively, when a train passes. The models were developed based on the co-simulation of MBS software GENSYS and finite element software ABAQUS. The wheel-rail forces from the vehicle-track model were used as the excitation source in the track-substructure model, and the effects of train speed, track irregularity, and different types of track supports on rail acceleration were analyzed. The research results show that rail acceleration decays from the head to the foot of a rail, and the acceleration of the rail head above the sleepers is significantly greater than that between the sleepers. The acceleration of the rail head is sensitive to speed. For a ballastless track, as the traveling speed increases from 200 km/h to 350 km/h, the rail head acceleration increases from 1.476 km/s² to 2.980 km/s². The rail acceleration of a continuously supported ballastless track is less than that of the traditional, discrete supported ballastless track. The installation of acceleration sensors outside the rail head is recommended. The frequency and range selection of the sensor should be made taking into consideration the train speed, track irregularity, and other factors.
- vehicle-track interaction /
- track dynamics /
- finite element model /
- rail acceleration /
- sensor

HTML全文

图 1 车辆-轨道耦合动力学模型

Figure 1. Vehicle-track coupling dynamics model

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图 2 轮轨垂向力图示

Figure 2. Wheel-rail vertical force

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图 3 轨道-下部结构有限元模型

Figure 3. Track-substructure FE model

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图 4 椭圆形轮轨接触斑

Figure 4. Ellipse point of the wheel-rail contact

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图 5 钢轨加速度测点布置

Figure 5. Distribution of test points for rail acceleration

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图 6 钢轨垂向加速度振动响应

Figure 6. Vibration response of vertical rail acceleration

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图 7 有砟轨道钢轨加速度

Figure 7. Rail acceleration of ballasted track

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图 8 不同速度下钢轨加速度

Figure 8. Rail acceleration for different velocities

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图 9 不同轨道不平顺作用下钢轨加速度

Figure 9. Rail acceleration for different values of track irregularity

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图 10 内外侧测点的钢轨加速度差异

Figure 10. Difference in rail accelerations between the outer and inner points

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图 11 不同速度下钢轨加速度

Figure 11. Rail acceleration for different velocities

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图 12 截面1钢轨加速度(v=160 km/h)

Figure 12. Rail acceleration of section 1 (v=160 km/h)

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图 13 连续支承无砟轨道钢轨垂向加速度

Figure 13. Vertical rail acceleration in continuously supported track structure

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图 14 不同支承类型下钢轨加速度

Figure 14. Rail acceleration for different types of rail supports

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图 15 现场锤击试验及数据

Figure 15. In situ hammer tests and dates

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图 16 朔-黄铁路现场加速度测试

Figure 16. In situ acceleration test for Shuo-huang railway

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表 1 无砟轨道钢轨垂向加速度

Table 1. Vertical rail acceleration of slab track

m·s^-2

外侧测点测面1 测面2

1 2 980 2 260

2 1 968 2 034

3 500 510

4 604 600

5 470 592

6 397 729

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