Influence of Wheelset Installation Deflection Angle on Dynamic Characteristics of High-Speed Vehicles Crossing Switch
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摘要: 高速列车轮对因定位不准会导致不同程度的初始安装偏差，在通过道岔等薄弱环节时轮轨关系急剧恶化，影响行车安全. 为研究车辆在初始安装偏角状态下通过高速道岔的动力学性能，以18号道岔为研究对象建立了具有初始偏转角的车辆-道岔耦合动力学模型，对前轮对偏转、后轮对偏转、前/后轮对同向偏转、前/后轮对反向偏转4种工况进行仿真，结合理论推导与数值仿真分析了不同偏转角对车辆入岔姿态及直逆向过岔走行性能的影响. 研究结果表明：初始偏转角向尖轨侧偏转时会导致轮轨过渡位置提前，甚至造成轮缘接触；初始安装偏角对轮轨垂向力的影响主要与偏角形式及偏转角有关，且偏转角超过一定限度时，岔区固有不平顺会进一步加剧轮轨垂向冲击；轮轨横向力主要受主接触点方向与道岔区横向冲击方向的叠加控制；前/后轮对反向偏转情况下，轮轨接触关系恶化，当偏转角为−2.0～−3.0 mrad，脱轨系数超限，影响行车安全.Abstract: The initial deflection angle of high-speed trains caused by inaccurate positioning sharply can aggravate wheel-rail contact relationships and affect traffic safety, especially when passing through weak areas such as turnouts. In order to study the dynamic performance of vehicles passing through high-speed turnouts at initial installation deflection angle, a vehicle-turnout coupling dynamic model with initial deflection angle was established with No.18 turnouts as the research object. Four working conditions, namely front wheel pair deflection, rear wheel pair deflection, front and rear wheel pair deflection in the same direction and front and rear wheel pair deflection in the opposite direction, were simulated. The effects of different deflection angles on the vehicle's fork entry posture and straight and reverse crossing performance were analyzed by combining theoretical derivation and numerical simulation. The results indicate that the initial deflection angle deflecting to switch rail will cause the advance of wheel-rail transition position, and even the rim contact will be caused. The influence of initial installation deflection angle on wheel-rail vertical force is mainly related to deflection form and deflection angle. When the deflection angle exceeds a certain limit, the inherent irregularity in turnout area further aggravates vertical wheel-rail impact. The wheel-rail transverse force is mainly controlled by the superposition of the main contact point direction and the transverse impact direction of the turnout area. When the front and rear wheelsets deflect reversely, the wheel-rail contact relationship deteriorates. When the deflection angle is from −2.0 to −3.0 mrad, the derailment coefficient exceeds the limit, which affects the driving safety.
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Key words:
- high-speed turnout /
- initial deflection angle /
- dynamic response /
- numerical simulation
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图 2 车岔模型拓扑图
1～4：轮轨力；5～8：一系弹簧力；9～12：一系垂向减振器力；13～16：一系轴箱转臂节点力；17～18：二系空气弹簧力；19：横向止挡力；20：牵引拉杆力；21：抗侧滚扭杆力；22～25：二系抗蛇形减振器力；26～27：二系横向减振器力.
Figure 2. Topological graph of vehicle-turnout model
图 4 前轮对偏转1.0 mrad入岔姿态
Figure 4. Attitude change with 1.0 mrad front wheelset deflection
图 5 后轮对偏转1.0 mrad入岔姿态
Figure 5. Attitude change with 1.0 mrad rear wheelset deflection
图 6 前/后轮对反向偏转1.0 mrad入岔姿态
Figure 6. Attitude change with 1.0 mrad front/rear wheelset reverse deflection
图 7 前/后轮对同向偏转1.0 mrad入岔姿态
Figure 7. Attitude change with 1.0 mrad front/rear wheelset co-deflection
图 8 单个轮对存在安装偏角时轮轨力最大值
Figure 8. Maximum wheel-rail force with installation deflection of single wheelset
图 9 前/后轮对存在安装偏角时轮轨力最大值
Figure 9. Maximum wheel-rail force when front/rear wheel pair has installation deflection angle
图 10 前/后轮对反向偏转情况下轮轨横向力
Figure 10. Wheel-rail lateral force with front/rear wheelset reverse deflection
图 11 前/后轮对反向偏转情况下钢轨接触点变化
Figure 11. Rail contact point position with front/ rear wheelset reverse deflection
图 14 3种工况在转辙器区摇头角的变化规律
Figure 14. Variation law of shake head angle in switch area under three working conditions
图 15 反向偏转 −3.0 mrad时速度变化对横向力的影响
Figure 15. Influences of velocity change on transverse force with −3.0 mrad reverse deflection
图 16 反向偏转 −2.0～−3.0 mrad时速度变化对脱轨系数峰值的影响
Figure 16. Influences of velocity change on derailment coefficient with −2.0～−3.0 mrad reverse deflection
表 1 安全性指标对比分析
Table 1. Comparative analysis of safety indicators
结果 脱轨系数 轮轴横向力/kN 轮重减载率 本文 0.098 11.000 0.111 实测 0.080～0.110 8.000～11.400 0.110～0.120 
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