高速铁路竖曲线参数取值与动力学分析
|
摘要
基于车辆-轨道耦合动力学理论,采用仿真软件研究不同运行条件下高速列车通过竖曲线起点时的动力学性能,并计算得出高速铁路竖曲线的最小半径和最小长度的推荐值。结果表明:车体垂向振动加速度随竖曲线半径的增大而下降,与纵坡坡度的关系不明显;为保证旅客的舒适度,运行速度250,300,350 km/h分别对应的最小竖曲线半径推荐值为14,21,29 km;竖曲线起点引起的车体振动衰减时间服从正态分布,与竖曲线半径、纵坡坡度以及运行速度的关系不大;为避免车体振动叠加,行车速度为350 km/h时,竖曲线最小长度应不小于110 m,在线路条件较好时应不小于120 m。
Based on the theory of vehicle-track coupled dynamics and by using simulation software,this paper studied the dynamic performances of high speed train passing through the starting point of vertical curve under different operating conditions,and determined the recommended values of the minimum radius and the minimum length of high speed railway vertical curve. The results show that the vertical vibration acceleration of vehicle decreases with the increase of the vertical curve radius,and its relationship with the gradient of longitudinal slope is not obvious. To ensure the comfort of the passengers,when the operating speed is 250,300,350 km/h,the corresponding recommended value of the minimum vertical curve radius is 14,21,29 km respectively. The decay time of the vertical vibration caused by the starting point of the vertical curve obeys the normal distribution and has little relation with the radius of the vertical curve,the gradient of longitudinal slope and the operating speed.To avoid superposition of vehicle vibration,when the driving speed is 350 km/h,the minimum length of vertical curve should not be less than 110 m,and it should not be less than 120 m when the line condition is good.
Based on the theory of vehicle-track coupled dynamics and by using simulation software,this paper studied the dynamic performances of high speed train passing through the starting point of vertical curve under different operating conditions,and determined the recommended values of the minimum radius and the minimum length of high speed railway vertical curve. The results show that the vertical vibration acceleration of vehicle decreases with the increase of the vertical curve radius,and its relationship with the gradient of longitudinal slope is not obvious. To ensure the comfort of the passengers,when the operating speed is 250,300,350 km/h,the corresponding recommended value of the minimum vertical curve radius is 14,21,29 km respectively. The decay time of the vertical vibration caused by the starting point of the vertical curve obeys the normal distribution and has little relation with the radius of the vertical curve,the gradient of longitudinal slope and the operating speed.To avoid superposition of vehicle vibration,when the driving speed is 350 km/h,the minimum length of vertical curve should not be less than 110 m,and it should not be less than 120 m when the line condition is good.
引文
[1]杨久川,王开云.高速铁路平纵断面关键点处的轮轨振动特性[J].重庆理工大学学报(自然科学版),2013,27(9):49-52.
[2]李向国.高速铁路线路参数分析及其行车动力特性研究[D].成都:西南交通大学,2011.
[3]孟凡超,刘成龙,马洪磊,等.铁路既有线纵断面线形分段的优化算法[J].铁道建筑,2014,54(6):146-149..
[4]任少伟.基于动力学分析的高速铁路夹直线与夹圆线技术条件研究[D].成都:西南交通大学,2012.
[5]张玥.切基线条件下双交点曲线参数的计算方法[J].铁道建筑,2011,51(10):81-83.
[6]翟婉明.车辆-轨道耦合动力学[M].4版.北京:科学出版社,2015.
[7]秦方方.高速铁路圆曲线参数动力性能仿真研究[D].成都:西南交通大学,2011.
[8]王福天,周劲松,任利惠.用于高速车辆动态仿真的轨道谱分析[J].铁道学报,2002,24(5):21-27,32.
[9]易思蓉.铁路选线设计[M].3版.成都:西南交通大学出版社,2009.
[2]李向国.高速铁路线路参数分析及其行车动力特性研究[D].成都:西南交通大学,2011.
[3]孟凡超,刘成龙,马洪磊,等.铁路既有线纵断面线形分段的优化算法[J].铁道建筑,2014,54(6):146-149..
[4]任少伟.基于动力学分析的高速铁路夹直线与夹圆线技术条件研究[D].成都:西南交通大学,2012.
[5]张玥.切基线条件下双交点曲线参数的计算方法[J].铁道建筑,2011,51(10):81-83.
[6]翟婉明.车辆-轨道耦合动力学[M].4版.北京:科学出版社,2015.
[7]秦方方.高速铁路圆曲线参数动力性能仿真研究[D].成都:西南交通大学,2011.
[8]王福天,周劲松,任利惠.用于高速车辆动态仿真的轨道谱分析[J].铁道学报,2002,24(5):21-27,32.
[9]易思蓉.铁路选线设计[M].3版.成都:西南交通大学出版社,2009.