Analysis of Unilateral Rail Corrugation Mechanism Based on Friction Self-Excited Theory
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摘要:
为了分析重载铁路曲线地段钢轨波磨的产生原因，基于摩擦自激振动理论建立小半径曲线轮轨三维接触精细化模型，讨论了不同扣件刚度、摩擦系数、超高对轮轨系统不稳定摩擦自激振动的影响，揭示了单侧钢轨波磨产生的内在原因，并通过轮轨瞬态动力学方法，分析了单侧钢轨波磨的传递及演化过程. 结果表明：超高和实际运行速度的不匹配是曲线内股钢轨首先产生波磨的主要原因；内股钢轨波磨产生后会导致轮轨系统不稳定，并将振动传递至外股钢轨，从而诱发小半径曲线地段两侧钢轨均产生波磨；适当地提高扣件垂横向刚度、控制轮轨摩擦系数在0.4以下，能够有效地降低轮轨系统发生不稳定振动的趋势，从而抑制波磨发展.
Abstract:In order to analyze the causes of rail corrugation in curve section of heavy haul railway, a refined wheel-rail three-dimensional contact model is established based on the friction self-excited vibration theory. The influences of different stiffness, friction coefficient and superelevation on the unstable friction self-excited vibration of wheel-rail system were discussed, and the internal causes of single rail corrugation were revealed, and the transmission and evolution process of single rail corrugation were analyzed by means of the explicit dynamic model. The results show that the mismatch between superelevation and actual running speed is the main cause of unilateral rail corrugation. The corrugation of the inner rail will lead to the instability of the wheel/rail system, and the vibration will be transmitted to the outer rail, which will induce corrugation of the rails on both sides of the small radius curve section. By properly improving the vertical and lateral stiffness of fasteners and controlling the wheel-rail friction coefficient below 0.4, the tendency of unstable vibration of wheel-rail system can be effectively reduced, and the development of ripples can be restrained.
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图 3 小半径曲线段轮轨接触力学模型
Figure 3. Contact model of wheelset-track system with small radius curve section
图 4 不同垂、横向扣件刚度组合计算等效阻尼比
Figure 4. Calculation of equivalent damping ratio by different combination of vertical and transverse fastener stiffness
图 6 最小负等效阻尼比对应的频率分布
Figure 6. Frequency distribution corresponding to the minimum negative equivalent damping ratio
图 7 摩擦系数对轮轨系统振动稳定性的影响
Figure 7. Influence of friction coefficient on vibration stability of wheel-rail system
表 1 计算结果对比
Table 1. Comparison of calculation results
kN 项目 外轨垂向力 内轨垂向力 现场实测值 126.72 132.11 模型计算值 124.66 128.86 注：现场实测值取多测点平均值，模型计算值取不平顺曲线段平均值. 
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表 2 扣件刚度计算工况
Table 2. Working conditions of fastener stiffness calculation
MN/m 刚度 工况 1 工况 2 工况 3 工况 4 工况 5 工况 6 工况 7 工况 8 工况 9 横向 40 40 40 60 60 60 80 80 80 垂向 40 80 120 40 80 120 40 80 120
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表 3 不同超高下系统最小负等效阻尼比分布及主导振动振型
Table 3. Distribution of minimum negative equivalent damping ratio and dominant vibration mode for different superelevation
超高 最小负等效阻尼比 主导振型图 欠超高 30 mm −0.01901 
欠超高15 mm −0.00221 
平衡超高 −0.00129 
过超高15 mm −0.00331 
过超高 30 mm −0.02101 
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