无砟轨道路基不均匀沉降区高速列车动力特性

张乾; 蔡小培; 钟阳龙; 王启好; 董博

doi:10.3969/j.issn.0258-2724.20210830

无砟轨道路基不均匀沉降区高速列车动力特性

doi: 10.3969/j.issn.0258-2724.20210830

北京交通大学土木建筑工程学院，北京 100044

基金项目: 国家自然科学基金（52178405）；中央高校基本科研业务费专项资金（2018JBZ003，2020JBZD013）

详细信息

作者简介:
张乾（1993—），男，博士研究生，研究方向为无砟轨道与下部基础变形协调性，E-mail：19115068@bjtu.edu.cn

通讯作者:
蔡小培（1982—），男，教授，博士，研究方向为高速铁路无砟轨道力学特性，E-mail：xpcai@bjtu.edu.cn

中图分类号: U213.1；U213.2
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- PDF下载量: 62
- 被引次数: 0
出版历程
- 收稿日期: 2021-10-26
- 修回日期: 2022-04-01
- 网络出版日期: 2022-11-02
- 刊出日期: 2022-05-26

Dynamic Characteristics of High-Speed Trains in Differential Subgrade Settlement Zone of Ballastless Track

School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China

摘要

摘要:
为研究路基不均匀沉降对无砟轨道损伤及高速列车动力响应的影响，基于混凝土塑性损伤理论，建立了可考虑无砟道床混凝土损伤行为的车辆-无砟轨道-路基耦合动力学模型，并与线弹性模型计算结果进行对比，分析路基不均匀沉降波长、幅值及行车速度对高速列车动力学特性的影响. 结果表明：路基不均匀沉降会造成无砟道床损伤，塑性损伤模型计算结果更能反映轨道服役状态；在各车辆动力学指标中，车体垂向加速度受路基沉降幅值影响最大；车辆动力学响应对波长20 m以下的路基不均匀沉降较为敏感，应对其重点关注；行车速度的增大会增加车辆动力响应，使轮轨作用力明显提升，车辆平稳性指标呈现接近线性的增长趋势.
- 路基沉降 /
- 无砟道床 /
- 塑性损伤 /
- 动力分析
Abstract:
To study the effect of differential subgrade settlement on the potential damage of ballastless track and the dynamic response of high-speed trains, based on the concrete plastic damage theory, a vehicle-ballastless track-subgrade coupling dynamic model that considers the ballastless track bed damage is established. The applicability of the model is demonstrated by comparing with the calculation results of the linear elastic model. The effects of subgrade settlement wavelength, amplitude and the vehicle speed on the dynamic characteristics of high-speed trains are analyzed. The results show that, the differential subgrade settlement could cause the damage to ballatless track bed. The results of the concrete plastic damage model of ballastless track are more in line with actual service status of the track. Among the vehicle dynamics indicators, the vertical acceleration of the vehicle body is most affected by the subgrade settlement amplitude. The vehicle dynamics response is sensitive to the differential subgrade settlement with a wavelength below 20 m, so it should be paid more attention to. The increase of the train speed increases the dynamic response of the vehicle, the wheel-rail force increases significantly, and the vehicle stability index shows a nearly linear growth trend.
- subgrade settlement /
- ballastless track bed /
- plastic damage /
- dynamic analysis

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图 1 单轴往复荷载作用下的弹性模量回复

Figure 1. Elastic modulus recovery under uniaxial reciprocating load

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图 2 受拉应力与损伤因子

Figure 2. Tensile stress and damage factor

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图 3 车辆-无砟轨道-路基耦合动力学模型

Figure 3. Coupling dynamics model of vehicle-ballastless track-subgrade

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图 4 轨面变形对比与轨道损伤云图

Figure 4. Rail deformation comparison and nephogram of track damage

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图 5 线弹性与塑性损伤模型结果对比

Figure 5. Comparison of results between linear elastic model and plastic damage model

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图 6 列车运行及轨道状态示意

Figure 6. Schematic of train operation and track status

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图 7 车体垂向加速度

Figure 7. Vertical acceleration of vehicle body

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图 8 垂向轮轨力

Figure 8. Vertical wheel-rail force

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图 9 Sperling指标与轮重减载率

Figure 9. Sperling index and rate of wheel load reduction

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图 10 不同沉降波长下车辆动力学响应

Figure 10. Vehicle dynamic responses under different settlement wavelengths

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图 11 不同速度下车辆动力学响应

Figure 11. Vehicle dynamic responses at different speeds

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表 1 轨道与路基参数取值

Table 1. Parameters of track and subgrade

结构	尺寸	弹模/MPa	泊松比	密度 /（kg·m⁻³）
轨枕	0.8 m × 0.3 m × 0.15 m	36000	0.167	2500
道床板	2.8 m × 0.26 m	32500	0.167	2500
支承层	3.4 m × 0.3 m	25500	0.167	2500
基床表层	厚 0.4 m	180	0.300	2300
基床底层	厚 2.3 m	120	0.300	2000
钢筋	ϕ20 （纵筋）、ϕ16 （横筋）	200000	0.300	7850
钢轨	CHN60	210000	0.300	7850

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表 2 模型计算结果对比

Table 2. Comparison of model calculation results

模型	车体垂向加速度/（m·s⁻²）	轮重减载率	轮轨垂向力/ kN
本文	0.73	0.15	108.69
文献[18]	0.62	0.14	112.68

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参考文献(18)

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