Safety Limit for Periodic Short-Wave Irregularity of Wheel and Rail for High-Speed Railways at 400 km/h
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摘要:
针对400 km/h速度等级高速铁路车轮多边形和钢轨波磨安全限值缺乏的问题，提出确定轮轨周期性短波不平顺安全限值的3个原则：基于《TB 10761—2013高速铁路工程动态验收技术规范》规定的轮轨垂向力不超过170.00 kN、基于由武广线实测数据拟合得到的弹条与钢轨振动加速度关系以及弹条共振疲劳断裂时由弹条加速度确定的钢轨振动加速度小于3 250.00 m/s2、基于轮轴至少服役30年换算确定的轮轴疲劳损伤寿命超过1 200万公里. 依据以上3个原则建立CR400BF型高速动车组的车辆-轨道刚柔耦合动力学模型，开展CR400BF动车组受大幅值轮轨周期性短波不平顺耦合激励时的轮轨力、钢轨振动加速度、轮轴疲劳损伤寿命计算；在此基础上，研究时速400公里高速铁路轮轨周期性短波不平顺的安全限值. 结果表明：120～200 mm波长、0.020 mm幅值的钢轨波磨与0.025 mm幅值的14～22阶多边形耦合激励时，轮轨力不超过170.00 kN；120～200 mm波长、0.040 mm幅值的钢轨波磨与0.020 mm幅值的14～22阶多边形耦合激励时，钢轨振动加速度不超过3 250.00 m/s2；在120～200 mm波长、0.040 mm幅值的钢轨波磨与0.030 mm幅值的14～22阶多边形耦合激励时，轮轴疲劳损伤寿命超过1 200万公里. 因此，建议将时速400 km/h高速铁路的轮轨周期性短波不平顺的安全限值定为0.020 mm，与时速350公里限值一致.
Abstract:In response to the lack of safety limits for wheel polygon and rail corrugation on high-speed railways operating at 400 km/h, three principles for determining the safety limits of periodic short-wave irregularities between wheel and rail were proposed: According to the
Technical Regulations for Dynamic Acceptance for High-Speed Railways Construction (TB 10761—2013), the wheel–rail vertical force should not exceed 170.00 kN; based on the relationship between the acceleration of elastic rail clips and rail acceleration fitted from measured data on the Wuhan–Guangzhou line and the rail acceleration corresponding to the fatigue fracture of the elastic rail clips caused by resonance, the rail acceleration should be less than 3 250.00 m/s2; according to a service life of at least 30 years, the fatigue damage life of wheel axles should exceed 12 million km. Based on these three principles, a rigid and flexible coupled dynamic model of the vehicle–track system for CR400BF high-speed electrical multiple units (EMUs) was established to calculate the wheel–rail force, rail vibration acceleration, and fatigue damage life of wheel axles under the coupled excitation of large-amplitude periodic short-wave irregularities of wheel and rail for CR400BF EMUs. On this basis, the safety limit of periodic short-wave irregularities between the wheel and rail of high-speed railway at 400 km/h was studied. The results show that under the coupled excitation of rail corrugation with a wavelength of 120–200 mm and an amplitude of 0.020 mm and a 14th–22nd order polygon with an amplitude of 0.025 mm, the wheel–rail force does not exceed 170.00 kN. Under the coupled excitation of rail corrugation with a wavelength of 120–200 mm and an amplitude of 0.040 mm, and a 14th–22nd order polygon with an amplitude of 0.020 mm, the rail acceleration does not exceed 3 250.00 m/s2. Under the coupled excitation of rail corrugation with a wavelength of 120–200 mm and an amplitude of 0.040 mm, and a 14th–22nd order polygon with an amplitude of 0.030 mm, the fatigue damage life of the wheel axle exceeds 12 million km. Therefore, it is recommended to set the safety limit for the periodic short-wave irregularities of wheel and rail for 400 km/h high-speed railways at 0.020 mm, which is consistent with the limit for 350 km/h lines. -
图 1 车辆-轨道刚柔耦合动力学模型
Figure 1. Rigid and flexible coupled dynamics model of vehicle-track
图 2 京沪高铁实测轨道不平顺
Figure 2. Measured track irregularity on Beijing—Shanghai high-speed railway
图 4 地面测点测得的轮轨垂向力及钢轨振动加速度
Figure 4. Wheel rail force and rail vibration acceleration measured at ground measurement points
图 5 轮轨垂向力及钢轨振动加速度仿真结果
Figure 5. Simulation results of wheel-rail vertical force and rail vibration acceleration
图 6 钢轨振动加速度与弹条加速度关系
Figure 6. Relationship between rail vibration acceleration and elastic rail clip acceleration
图 7 0.040 mm幅值波磨与0.030 mm幅值多边形耦合激励时的轮轨力
Figure 7. Wheel-rail force under coupled excitation of 0.040 mm amplitude corrugation and 0.030 mm amplitude polygon
图 8 0.040 mm幅值波磨与0.030 mm幅值多边形耦合激励时的轮轨垂向力变化规律
Figure 8. Variation pattern of wheel-rail vertical force under coupled excitation of 0.040 mm amplitude corrugation and 0.030 mm amplitude polygon
图 9 0.040 mm幅值波磨与0.030 mm幅值多边形耦合激励时的钢轨振动加速度
Figure 9. Rail vibration acceleration under coupled excitation of 0.040 mm amplitude corrugation and 0.030 mm amplitude polygon
图 10 0.040 mm幅值波磨与0.030 mm幅值多边形耦合激励时的钢轨振动加速度变化规律
Figure 10. Variation pattern of wheel-rail vibration acceleration under coupled excitation of 0.040 mm amplitude corrugation and 0.030 mm amplitude polygon
图 11 0.040 mm幅值的波磨与0.030 mm幅值多边形耦合激励时的轮轴动应力
Figure 11. Dynamic stress of wheel axle under coupled excitation of 0.040 mm amplitude corrugation and 0.030 mm amplitude polygon
图 13 0.040 mm幅值波磨与0.030 mm幅值多边形耦合激励时的损伤值
Figure 13. Damage values under coupled excitation of 0.040 mm amplitude corrugation and 0.030 mm amplitude polygon
图 14 不同阶次车轮多边形条件下轮轨垂向力变化规律
Figure 14. Variation pattern of wheel-rail vertical force under wheel polygon conditions of different orders
图 15 0.03 mm幅值波磨与0.030 mm幅值多边形耦合激励时的轮轨垂向力变化规律
Figure 15. Variation pattern of wheel-rail vertical force under coupled excitation of 0.030 mm amplitude corrugation and 0.03 mm amplitude polygon
图 17 不同阶次车轮多边形条件下的钢轨振动加速度变化规律
Figure 17. Variation pattern of rail acceleration under wheel polygon conditions of different orders
表 1 CR400BF动车组主要动力学参数
Table 1. Main dynamic parameters of CR400BF EMUs
名称 参数取值 车辆定距/m 17.8 轴距/m 2.5 轴重/t ≤17 车轮直径/mm 850～920 车轮型面 LMB10 轮对质量/t 1.517 轴箱质量/kg 100 一系钢簧纵向/垂向刚度/（kN•m−1） 919.8/886.0 二系横向减振器节点刚度/（MN•m−1） 8.5 
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表 2 轨道模型的基本参数
Table 2. Basic parameters of track model
部位 参数 数值 钢轨 弹性模量/GPa 210 密度/（kg•m−3） 7800 泊松比 0.3 扣件 垂向刚度/（MN•m−1） 23 横向刚度/（MN•m−1） 30 间距/m 0.6 轨道板 弹性模量/GPa 36 密度/（kg•m−3） 2500 泊松比 0.2 水泥沥青砂浆层 弹性模量/GPa 0.2 密度/（kg•m−3） 2000 泊松比 0.2 底座版 弹性模量/GPa 33 密度/（kg•m−3） 2500 泊松比 0.2
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表 3 不同工况对应参数
Table 3. Parameters corresponding to different working conditions
工况 波磨 多边形 幅值/mm 波长/mm 幅值/mm 阶数/阶 1 0.030 120 0.030 18 2 0.030 140 0.030 20 3 0.025 120 0.030 18 4 0.025 140 0.030 20 5 0.020 120 0.030 20 6 0.020 120 0.025 20
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