轨底坡变化对高速车辆运行行为的影响

杜星; 陶功权; 杨城; 温泽峰; 金学松; 吴军

doi:10.3969/j.issn.0258-2724.20210068

轨底坡变化对高速车辆运行行为的影响

doi: 10.3969/j.issn.0258-2724.20210068

杜星^1,,
陶功权¹,
杨城²,
温泽峰^1, ,,
金学松¹,
吴军³

1.
西南交通大学牵引动力国家重点实验室, 四川成都 610031
2.
中国铁路成都局集团有限公司宜宾工电段, 四川宜宾 644000
3.
中国铁路成都局集团有限公司工务处, 四川成都 610033

基金项目: 国家自然科学基金（U1934203）；国家市场监管局科技计划（2019MK140）；四川省科技计划（2020YFQ0024）

详细信息

作者简介:
杜星（1984—）, 男, 博士研究生, 研究方向为轮轨接触关系、钢轨打磨技术, E-mail:duxing@swjtu.edu.cn

通讯作者:
温泽峰（1976—）, 男, 研究员, 博士, 博士生导师, 研究方向为轮轨关系、振动噪声分析与控制等, E-mail: zfwen@swjtu.edu.cn

中图分类号: U211.5
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- 被引次数: 0
出版历程
- 收稿日期: 2021-01-26
- 修回日期: 2021-05-11
- 网络出版日期: 2022-07-07
- 刊出日期: 2021-05-20

Influence of Different Rail Cants on Dynamical Characteristics of High-Speed Railway Vehicles

1.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China
2.
Yibin Track Maintenance and Electricity Division of China Railway Chengdu Group Co., Ltd., Yibin 644000, China
3.
Civil Engineering Ministry of China Railway Chengdu Group Co., Ltd., Chengdu 610033, China

摘要

摘要:
现有轨道精调和养护维修过程中往往只针对轨道的高低、方向、水平、扭曲等相关因素进行调整，对轨底坡的相关规定较少. 对现有客运专线同一轨道的一段区间进行轨底坡现场测量，发现轨底坡变化较大. 通过建立国内某时速250 km动车组车辆模型，考虑LMD车轮型面与标准60 kg/m （CHN60）钢轨匹配，分析了在同一轨道具有标准轨底坡（1∶40）、对称变化轨底坡和非对称变化实测轨底坡条件下的车辆动力学行为. 计算结果表明：轨底坡对称变化和非对称变化对车辆直线运行时的平稳性、舒适性影响很大，较标准轨底坡（1∶40）布置时车辆垂向平稳性指标分别增加了32.96%和34.52%，横向平稳性最大值增加了40.65%；直线段的标准、对称变化与非对称变化轨底坡布置对车轮的磨耗影响逐渐增大；直线段非对称、对称变化轨底坡情况较标准轨底坡最大磨耗指数分别增加136.71%和27.65%，最大表面损伤指数分别增加25.14%和15.86%. 车辆曲线通过对称变化与非对称变化轨底坡布置时，增大车辆横向晃动；曲线段轨底坡变化对车轮磨耗和疲劳指数相对于标准布置情况影响较小，但曲线段轨底坡变化对车轮磨耗和疲劳指数均大于直线段. 最后根据以上结论给出了针对轨底坡的工程化建议.
- 高速列车动力学 /
- 轨底坡 /
- 车辆平稳性 /
- 表面疲劳指数 /
- 磨耗
Abstract:
In the process of fine adjustment, maintenance and repair to tracks, it is frequent to adjust only the height, direction, level, distortion and other relevant factors, but there are few relevant regulations on rail cants. It is found that the measured rail cants on a section of a passenger dedicated line vary greatly. By establishing a model of a 250 km/h EMU vehicle, given that the LMD wheel profile matches the standard 60 kg/m (CHN60) rail, the vehicle dynamic behavior is analyzed in the condition of the same track with standard (1∶40), symmetrically changing, and asymmetrically changing rail cants. The calculation results show that the symmetrical and asymmetric changes of the rail cant have a great impact on the stability and comfort of the vehicle when it runs in a straight line. Compared with the standard rail cant (1∶40), the symmetrically and asymmetrically changing rail cants increase vertical stability index by 32.96% and 34.52%, respectively, and the maximum lateral stability index by 40.65%. Wheel wear increases gradually with the sequence of the standard, symmetrical changing, and asymmetric changing rail cants. Compared with the standard rail cant, the asymmetrically and symmetrically changing rail cants on the straight section increases the maximum wear index by 136.71% and 27.65% respectively, and the maximum surface fatigue index by 25.14% and 15.86% respectively. For the symmetrically and asymmetrically changing rail cants, the vehicle lateral shaking is increased. In contrast to the standard rail cant, wheel wear and fatigue index on the curved section are less affected by the variation of rail cants, but they are more influenced on the curved section than those on the straight section. Finally, according to the above conclusions, the practical suggestions for rail cants are put forward.
- dynamics of high-speed trains /
- rail cant /
- vehicle stability /
- surface fatigue index /
- wear

HTML全文

图 1 CHN60与LMD 不同轨底坡下接触点对分布

Figure 1. Distribution of contact points on CHN60 and LMD for different rail cants

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图 2 不同轨底坡下等效锥度随轮对横移量的变化

Figure 2. Equivalent conicity vs. wheelset’s lateral displacement for different rail cants

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图 3 一系、二系减振器和横向止挡的非线性特性

Figure 3. Nonlinear characteristics of primary and secondary suspension damper, and secondary lateral stop

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图 4 不同轨底坡车辆Hopf分岔非线性临界速度

Figure 4. Nonlinear critical velocity of Hopf bifurcation of vehicle for different rail cants

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图 5 基于sperling的车辆直线和曲线上垂向平稳性

Figure 5. Sperling vertical stability of vehicle on straight and curved sections

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图 6 基于sperling的车辆直线和曲线上横向平稳性

Figure 6. Sperling lateral stability of vehicle on straight and curved sections

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图 7 不同轨底坡条件下车辆车体横移量

Figure 7. Vehicle lateral displacement for different rail cants

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图 8 不同轨底坡条件下车辆车体横向晃动频率

Figure 8. Transverse shaking frequency at car body for different rail cants

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图 9 速度250 km/h条件下直线段不同轨底坡布置的车轮磨耗指数

Figure 9. Wheel wear index at 250 km/h on straight section for different rail cants

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图 10 不同速度条件下直线段不同轨底坡布置的车轮磨耗指数

Figure 10. Wheel wear index at different velocities on straight section for different rail cants

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图 11 不同速度条件下曲线段不同轨底坡布置的车轮磨耗指数

Figure 11. Wheel wear index at different velocities on curved section for different rail cants

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图 12 直线、曲线不同速度等级的车轮疲劳指数

Figure 12. Surface fatigue index of wheel at different velocities on straight and curved sections

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表 1 实测线路轨底坡

Table 1. Measured cants on tracks

距离 /m	曲/直线段		距离 /m	曲/直线段
距离 /m	左轨	左轨	距离 /m	左轨	左轨
0	1∶40	1∶40	625	1∶35	1∶30
150	1∶40	1∶40	650	1∶50	1∶10
175	1∶10	1∶25	675	1∶20	1∶50
200	1∶15	1∶20	700	1∶40	1∶25
225	1∶25	1∶40	725	1∶25	1∶10
250	1∶45	1∶50	750	1∶45	1∶50
275	1∶65	1∶65	775	1∶40	1∶30
300	1∶100	1∶15	800	1∶40	1∶40
325	1∶40	1∶30	825	1∶20	1∶10
350	1∶35	1∶50	850	1∶50	1∶35
375	1∶10	1∶20	875	1∶30	1∶40
400	1∶40	1∶40	900	1∶15	1∶100
425	1∶30	1∶40	925	1∶65	1∶65
450	1∶50	1∶45	950	1∶50	1∶45
475	1∶10	1∶25	975	1∶40	1∶25
500	1∶25	1∶40	1000	1∶20	1∶15
525	1∶50	1∶20	1025	1∶25	1∶10
550	1∶10	1∶50	1050	1∶40	1∶40
575	1∶30	1∶35	1100	1∶40	1∶40
600	1∶20	1∶20	1200	1∶40	1∶40

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