钢轨轧制不平顺激扰下的动车组动力响应特性

杨飞; 吴细水; 孙宪夫; 魏子龙; 柯在田; 杨爱红

doi:10.3969/j.issn.0258-2724.20210481

钢轨轧制不平顺激扰下的动车组动力响应特性

doi: 10.3969/j.issn.0258-2724.20210481

1.
中国铁道科学研究院集团有限公司基础设施检测研究所, 北京 100081
2.
中国国家铁路集团有限公司工电部, 北京 100844

基金项目: 国家重点研发计划（2020YFF0304104）；中国铁道科学研究院集团有限公司科技研究开发计划（2020YJ063）

详细信息

作者简介:
杨飞（1985—），男，副研究员，硕士，研究方向为轨道管理，E-mail：13811807268@163.com

通讯作者:
魏子龙（1988—），男，副研究员，博士，研究方向为轨道管理，E-mail：weizl1988@163.com

中图分类号: U216.3
计量
- 文章访问数: 230
- HTML全文浏览量: 87
- PDF下载量: 16
- 被引次数: 0
出版历程
- 收稿日期: 2021-06-11
- 修回日期: 2021-12-14
- 网络出版日期: 2022-07-07
- 刊出日期: 2022-01-30

Dynamic Response Characteristics of EMU under Excitation of Rail Straightening Irregularity

1.
Infrastructure Inspection Research Institute, China Academy of Railway Sciences Corporation Limited, Beijing 100081, China
2.
Department of Track, Communication & Signaling and Power Supply, China State Railway Group Co., Ltd., Beijing 100884, China

摘要

摘要:
以某有砟客运专线中出现波长为3.2 m的轨道周期性高低不平顺、继而引起“抖车”现象的线路区段为对象，基于同步压缩小波变换提取了轨道几何动、静态检测数据在大机捣固前后的时频分布特征，并结合钢轨轧制流程的梳理分析，明确了轨道周期性高低不平顺的成因，即可能由钢轨轧制过程中复合矫直工艺不良引起. 在此基础上，探究了钢轨轧制不平顺与车辆各部件振动加速度以及轮轨接触力的关联关系，获取了钢轨轧制不平顺对车辆动力响应的影响规律. 结果表明：轧制不平顺使得轴箱、转向架、车体垂向加速度的相干函数分别达到0.97、0.96和0.76，较正常区段分别增长了5%、25%和300%；轮轨垂向力相干函数增长42%，达到0.94，说明轧制不平顺与车辆各部件的振动响应和轮轨接触力密切相关；轧制不平顺将轴箱和车体垂向加速度均方根（root mean square，RMS）值分别放大1.00 m/s²和0.05 m/s²左右；轧制不平顺与轴箱垂向加速度和轮轨垂向力RMS值线性相关性最强，相关系数分别达到0.9和0.8.
- 钢轨轧制不平顺 /
- 有砟客专 /
- 车辆动力学响应 /
- 同步压缩小波变换 /
- 相干分析
Abstract:
A section on a ballasted passenger dedicated line is targeted, where the periodic longitudinal unevenness occurs with the wavelength of 3.2 m, leading to vehicle shaking. Based on the synchrosqueezed wavelet transform, the time-frequency distribution of the dynamic and static track geometry detection data before and after machine tamping is extracted. Combined with the analysis on rail straightening process, the causes of periodic longitudinal unevenness are clarified, which may be caused by poor composite straightening process in rail rolling. On this basis, the relationship between rail straightening irregularity, vibration acceleration of vehicle components, and wheel rail contact force are explored, and the influence of rail straightening irregularity on vehicle dynamic performance is obtained. The results show that the coherence functions of vertical accelerations at axle box, bogie and car body are 0.97, 0.96 and 0.76 respectively, which increase 5%, 25% and 300% respectively than that on the normal section. The coherence function of wheel rail vertical force is increased by 42% to 0.94, revealing that straightening irregularity is closely related to the vibration response of vehicle components and wheel-rail contact force. Due to straightening irregularity, the RMS value of vertical acceleration at axle box and car body are amplified by about 1.00 m/s² and 0.05 m/s² respectively. Straightening irregularity has a strongest linear correlation with the RMS values of vertical accelerations at axle box and wheel-rail vertical force with the correlation coefficients of 0.9 and 0.8 respectively.
- rail straightening irregularity /
- ballasted passenger dedicated line /
- vehicle dynamic performance /
- synchrosqueezed wavelet transform /
- coherence analysis

HTML全文

图 1 动态检测数据波形

Figure 1. Waveforms of dynamic detection data

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图 2 动态检测数据PSD

Figure 2. PSD of dynamic detection data

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图 3 上行动态检测数据SWT时频分布

Figure 3. SWT time-frequency distribution of uplink dynamic detection data

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图 4 捣固作业前、后动态检测数据PSD

Figure 4. PSD of dynamic detection data before and after tamping operation

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图 5 捣后动、静态高低不平顺

Figure 5. Dynamic and static longitudinal unevenness after tamping

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图 6 捣后动、静态高低不平顺PSD

Figure 6. PSD of dynamic and static longitudinal unevenness after tamping

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图 7 动态高低不平顺指定频带小波能量集

Figure 7. SWP of dynamic longitudinal unevenness

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图 8 异常区段 ① 起点处左高低不平顺

Figure 8. Left longitudinal unevenness at the starting point of abnormal section ①

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图 9 钢轨垂向矫直示意

Figure 9. Schematic of rail vertical straightening

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图 10 异常与正常区段高低不平顺功率谱对比

Figure 10. Comparison of PSD between unevenness of abnormal and normal sections

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图 11 车辆动力学响应功率谱及其相干函数

Figure 11. PSD and coherence function of vehicle dynamic response

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图 12 轧制不平顺与车辆动力响应的RMS值分布

Figure 12. RMS amplitude distribution of straightening irregularity and vehicle dynamic response

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图 13 车辆动力响应随轧制不平顺RMS幅的变化规律

Figure 13. Variation of vehicle dynamic response with RMS amplitude of straightening irregularity

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图 14 轧制不平顺与轮对动力学响应的关系

Figure 14. Relationship between straightening irregularity and dynamic wheelset response

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表 1 异常区段里程定位信息

Table 1. Mileage positioning information forabnormal section

区段编号	钢轨	起点里程	终点里程	总长/m
①	左轨	K178 + 850	K179 + 558	708
②	左轨	K179 + 745	K180 + 345	600
③	右轨	K179 + 458	K179 + 558	100
④	右轨	K179 + 646	K179 + 848	202
⑤	右轨	K180 + 245	K180 + 745	500

下载: 导出CSV

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