摘要
针对某地铁短枕式整体道床轨道出现的钢轨波磨问题,开展波磨状态的现场测试,获得波磨特征参数。基于有限元理论建立轮对模型、轨道模型、单轮对-轨道模型和双轮对-轨道模型,采用谐响应分析验证模型的正确性。通过对比4种模型的固有频率以及振型特征,明确适用于钢轨波磨成因分析的理论模型。研究钢轨波磨成因与轮轨系统振动特征之间的内在联系,分析转向架轴距及扣件刚度对钢轨波磨波长及幅值的影响。研究结果表明:当钢轨波磨主、次波长分别为50 mm和315 mm时,对应的波磨通过频率为472 Hz和75 Hz;双轮对-轨道模型由于考虑了轮轨之间的相互作用以及钢轨振动波的反射,对于波磨通过频率处的轮轨系统振动特征描述更为全面,更适用于钢轨波磨成因的分析;主波长波磨的产生主要与轮轴的垂、纵向二阶弯曲振动以及两轮对之间钢轨的三阶弯曲振动有关;次波长波磨的产生主要与轮轨系统的P2共振有关;转向架轴距的增大仅会导致由钢轨横向弯曲振动引起的波磨波长增大,对由轮轴垂向、纵向振动及P2共振引起的波磨波长几乎无影响;扣件刚度的增大仅会导致由P2共振引起的波磨波长减小,对由轮轴垂向、纵向振动及轮对之间钢轨横向弯曲振动引起的波磨波长几乎无影响;钢轨波磨幅值随转向架轴距增大呈现波动趋势,但随扣件刚度增大而减小。
In view of the rail corrugation problem in a subway short sleeper monolithic track, the field test of the corrugation state was carried out to obtain the characteristic parameters of the rail corrugation. Based on the finite element theory, wheelset model, track model, single wheelset track model and double wheelsets track model were established, and the reliability of the model was verified by harmonic response analysis. By comparing the natural frequency and vibration mode characteristics of the four models, the theoretical model suitable for the cause analysis of rail corrugation was clarified. The relationship between the causes of rail corrugation and the vibration characteristics of wheel-rail system was studied, and the influence of bogie wheelbase and fastener stiffness on the wavelength and amplitude of rail corrugation was analyzed. The results show that the primary and secondary wavelengths of rail corrugation are 50 mm and 315 mm, respectively, and the corresponding passing frequencies of rail corrugation are 472 Hz and 75 Hz. Due to the consideration of the interaction between wheel and rail and the reflection of rail vibration wave, the double wheelset track model is more comprehensive in describing the vibration characteristics of wheel-rail system at the frequency of rail corrugation, which is more suitable for the analysis of the causes of rail corrugation. The dominant wavelength is mainly related to the vertical and longitudinal second order bending vibration of the wheel axle and the third order bending vibration of the rail between the two wheelsets. The minor wavelength is mainly related to P2 resonance of wheel-rail system. The increase of bogie wheelbase will only lead to the increase of the wavelength caused by the lateral bending vibration of the rail, which has little effect on the wavelength caused by the vertical and longitudinal vibration of wheel axle, and P2 resonance. The increase of fastener stiffness will only lead to the decrease of the wavelength caused by P2 resonance, and has little effect on the wavelength caused by vertical and longitudinal vibration of wheel axle and lateral bending vibration of rail between wheelsets. The amplitude of rail corrugation fluctuates with the increase of bogie wheelbase, but decreases with the increase of fastener stiffness.
作者
汤雪扬
蔡小培
彭华
马超智
TANG Xueyang;CAI Xiaopei;PENG Hua;MA Chaozhi(School of Civil Engineering,Beijing Jiaotong University,Beijing 100044,China)
出处
《中南大学学报（自然科学版）》
EI
CAS
CSCD
北大核心
2022年第8期3232-3244,共13页
Journal of Central South University:Science and Technology
基金
国家自然科学基金资助项目(51778050)
北京市科技计划课题(Z191100002519010)。
关键词
轮轨振动
钢轨波磨
有限元理论
固有频率
谐响应分析
vibration of wheel and rail
rail corrugation
finite element theory
natural frequency
harmonic response analysis
作者简介
通信作者:蔡小培,博士,教授,从事轨面伤损与轨道动力学研究,E-mail:xpcai@bjtu.edu.cn。
