Rail Corrugation Suppressing Method on Braking Sections of High-Speed Trains
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摘要:
为研究高速列车制动区段制动结构/轨道结构对轮对-轨道-制动系统摩擦自激振动的影响，首先，结合现场调研，建立CRH3高速列车轮对-轨道-制动系统有限元模型；然后，采用复特征值法研究考虑轮轨粘滑和制动滚滑作用下的轮对-轨道-制动系统的摩擦自激振动特性；进而探究制动结构中表面织构对整个系统摩擦自激振动特性的影响；最后，对轨道结构中扣件参数进行参数化分析，并采用最小二乘法和粒子群算法求得抑制钢轨波磨的扣件参数的最优解. 研究结果表明：高速列车在制动区段时，轮轨粘滑和制动滚滑作用导致的轮对-轨道-制动系统摩擦自激振动的主要频率为526.75 Hz，与现场波磨特征频率接近，说明轮对-轨道-制动系统的摩擦自激振动可能是该区段钢轨波磨的主要诱因；采用具有表面织构的闸片或制动盘能有效抑制制动区段的钢轨波磨，其中沟槽型闸片的抑制效果最佳；当扣件的垂向刚度为65.5 MN/m，横向刚度为46.0 MN/m，垂向阻尼为84.0 kN·s/m和横向阻尼为23.5 kN·s/m时，可以抑制高速列车制动区段的钢轨波磨.
Abstract:To explore the influence of the braking structure/track structure on the frictional self-excited vibration of the wheelset−track−brake system on braking sections of high-speed trains, firstly, combined with on-site investigation, the finite element model of the wheelset−track−brake system of CRH3 high-speed trains is established. Then, the frictional self-excited vibration characteristics of the wheelset–track–brake system under the effects of wheel-rail stick-slip and brake roll-slip are analyzed with the complex eigenvalue method. Furthermore, the influence of the surface texture in the braking structure on the frictional self-excited vibration of the whole system is examined. The parameters of the fasteners in the track structure are parametrically analyzed. The least squares method and the particle swarm optimization algorithm are used to obtain the optimal solution of the fasteners parameters to suppress the rail corrugation. The results show that the main frequency in the frictional self-excited vibration of the wheelset–track–brake system caused by wheel-rail stick-slip and braking roll-slip is 526.75 Hz on the braking section, which is close to the characteristic frequency of the on-site corrugation. The frictional self-excited vibration of the whole system may be the main cause of rail corrugation. The rail corrugation on the braking section can be effectively suppressed by the brake pads or brake discs with surface texture, and the grooved brake pads have the best suppression effect. When the vertical stiffness of the fastener is 65.5 MN/m, the lateral stiffness is 46.0 MN/m, the vertical damping is 84.0 kN·s/m, and the lateral damping is 23.5 kN·s/m, the rail corrugation on the braking section of high-speed trains can be effectively suppressed.
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图 1 制动区段钢轨波磨现场调查分析
Figure 1. On-site investigation and analysis of rail corrugation on braking section
图 2 CRH3高速列车轮对-轨道-制动系统的接触模型
Figure 2. Contact model of wheelset–track–brake system of CRH3 high-speed train
图 3 CRH3高速列车轮对-轨道-制动系统有限元模型
Figure 3. Finite element model of wheelset–track–brake system of CRH3 high-speed train
图 4 轮对-轨道-制动系统摩擦自激振动实部分布及模态
Figure 4. Real part distribution and modes of frictional self-excited vibration in wheelset–track–brake system
图 5 不同表面织构下轮对-轨道-制动系统摩擦自激振动实部分布及闸片接触应力
Figure 5. Real part distribution of frictional self-excited vibration of wheelset–track–brake system and contact stress of brake pads under different surface textures
图 6 扣件刚度对整个系统摩擦自激振动的影响
Figure 6. Influence of fastener stiffness on frictional self-excited vibration of overall system
图 7 扣件阻尼对整个系统摩擦自激振动的影响规律
Figure 7. Influence of fastener damping on frictional self-excited vibration of overall system
图 9 优化前、后复特征值实部结果对比
Figure 9. Comparison of real part results of complex eigenvalues before and after optimization
表 1 有限元模型材料参数
Table 1. Material parameters of finite element model
部件参数 密度/（k•gm−3） 弹性模量/MPa 泊松比 轮对 7800 210000 0.30 钢轨 7800 210000 0.30 制动盘 7300 207000 0.30 制动闸片 2500 8100 0.30 闸片托 5600 100000 0.30 制动杠杆 7000 190000 0.30 轨道板 2400 29500 0.25 CA 砂浆层 2600 32500 0.20 混凝土底座 2400 22500 0.20 
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表 2 有限元模型连接参数
Table 2. Connection parameters of finite element model
方向 扣件刚度/
（MN·m−1）扣件阻尼/
（kN·s·m−1）地基支撑刚度/（MN·m−1） 地基支撑阻
尼/（kN·s·m−1）垂向 50 30 190 30 横向 28 20 纵向 28 20
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