Wheel Out-of-Roundness Identification Approach Based on Axlebox High-Frequency Vibrations
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摘要:
为实现对高速列车车轮高阶不圆的实时检测，研究了轴箱高频振动与车轮不圆的频谱特征和映射关系，采用频域积分方法对车轮不圆的幅值和阶次进行辨识. 首先，通过静态测试和台架试验，研究我国高速铁路车轮多边形、钢轨波磨和轨道模态的表现形式；其次，通过高速列车长期服役性能跟踪试验，掌握转向架轴箱振动的时频特征和演化规律；最后，以现场出现车轮20阶多边形的车辆为研究对象，提出基于频域积分的车轮不圆阶次和幅值辨识方法. 研究结果表明：CRTS-Ⅱ型轨道板钢轨三阶弯曲频率为592 Hz；列车以300 km/h运行时，20阶车轮多边形和136 mm波长钢轨波磨的响应频率分别为580 Hz和613 Hz；钢轨模态、车轮多边形以及钢轨波磨的振动主频较为集中，轴箱高频振动幅值随车速和镟后里程的增大而增大；采用加速度频域积分方法，从理论上可实现对车轮不圆幅值和阶次的辨识；基于线路实测轴箱加速度的20阶车轮多边形辨识结果与静态测试值相对误差不超过5%.
Abstract:In order to realise the real-time detection of wheel out-of-roundness (OOR) for high-speed trains, the spectral characteristics and mapping relationship between the axlebox high-frequency vibration and the wheel OOR are studied. The amplitude and order of the wheel OOR are identified using the frequency-domain integration method. Firstly, manifestations of the wheel polygonisation, rail corrugation and track modes of China high-speed railways are investigated through static measurements and laboratory experiments. Secondly, the time-frequency characteristics and evolution principle of the bogie axlebox vibrations are obtained through the long-term operation performance tracking test of a high-speed train. Finally, taking the 20th order wheel polygonisation as the research object, an identification approach of the wheel OOR order and amplitude is proposed based on the frequency-domain integration method. The results show that the third-order bending modal frequency of the China railway track system Ⅱ (CRTS-Ⅱ) track slab is 592 Hz. When the train is running at a speed of 300 km/h, the response frequencies due to the 20th-order wheel polygonisation and the rail corrugation with a wavelength of 136 mm are 580 and 613 Hz, respectively. The dominant frequencies of rail mode, wheel polygonisation and rail corrugation are relatively concentrated. The amplitude of high-frequency vibration of axlebox increases with the increase of vehicle speed and mileage after re-profiling. Theoretically, the amplitude and order of the wheel OOR can be identified by the integration of accelerations in the frequency domain. The relative error between the identified 20th-order wheel OOR results based on the field-tested axlebox acceleration and the static measured values is less than 5%.
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图 1 高速列车典型车轮多边形磨耗特征
Figure 1. Wear characteristics of typical wheel polygonisation for high speed trains
图 2 高速铁路典型钢轨波磨特征
Figure 2. Wear characteristics of typical rail corrugation for high-speed lines
图 5 车轮多边形激励下高速列车轴箱垂向加速度
Figure 5. Vertical accelerations of axlebox for high-speed train under wheel polygonization excitations
图 6 车轮多边形激励下高速列车轴箱垂向振动频谱图
Figure 6. Frequency spectrum of axlebox for high-speed train under wheel polygonization excitations
图 7 不同走行里程下高速列车轴箱垂向振动频率演化规律
Figure 7. Evolution of vertical vibration frequency of axlebox for high-speed train at different running mileages
图 9 基于仿真信号的车轮不圆辨识结果
Figure 9. Results of wheel OOR identification based on simulated signals
图 11 基于实测轴箱振动加速度的车轮不圆辨识结果
Figure 11. Results of wheel OOR identification based on measured axlebox accelerations
图 12 车轮粗糙度与阶次的实测值和辨识值对比
Figure 12. Comparison of measured and identified wheel roughness and OOR order
表 1 仿真信号参数取值
Table 1. Parameter values of simulation signals
类型 k/Hz 幅值/mm 相位角/
radv/（km·h−1） R/mm 偏心 28.96 0.10 0 300 458 激扰类型
多边形579.17 0.02 0 P2 力 40.00 0.05 0 
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