长大列车通过弹性曲线轨道仿真求解方法研究
|
摘要
为解决长大列车与连续长弹性轨道的同步仿真问题,以列车通过曲线轨道为例,采用重载列车-轨道耦合动力学模型,分析了压钩力作用下轨道结构与30 t轴重列车的动态特性,提出了长大重载列车与轨道动态相互作用仿真时模型的简化求解方法.该方法将庞大的列车/轨道耦合振动系统以有限数目的三维车辆模型代替,并考虑其轨下基础结构弹性,从而极大缩减系统运动自由度.研究结果表明:列车可简化为单质点车辆模型和三维车辆模型混合的短编组列车,当模型中只包含一个三维车辆模型,且其前、后车辆均以单质点模拟时,计算结果偏低;列车承受2 200 k N压钩力并通过400 m半径曲线线路时,货车最大轮轨横向力和垂向力较多节三维货车编组模型的计算结果分别低估了24%和4%,钢轨横向、垂向位移则被低估了20%和8%;端部车辆采用单质点模型、中部采用三维车辆模型的车辆数至少为3时,才能较为准确地反映中间目标车辆处轮轨作用力和其下部轨道结构的动态特性.
To solve the synchronisation simulation problem for long trains and continuous elastic tracks,a representative case employing a train curving negotiation is used.A heavy-haul train-track coupled dynamic model is used to analyse the dynamic performance of the track structure with a 30 t axle-load train,when a coupler compressive force is applied to it.As implified principle is presented to simulate the dynamic interaction between the long heavy-haul train and the track.The general concept behind this method is replacing the large train-track coupled dynamic system by a finite number of three dimensional vehicle models,considering the foundation structure elasticity under the corresponding models.Thus,the motion freedom of the system can be significantly reduced.The results indicate that a long train can be treated as a shorter mixed train,composed of a single-mass vehicle model and a three-dimensional wagon model.As only one wagon is simulated by the detailed dynamics model,with the front and rear connected wagons considered as a single-mass model,conservativeresults are obtained.As the train negotiates a 400 m radius curve,simultaneously bearing a 2 200 kN coupler force,the lateral and vertical wheel-rail forces in the outer wheel of the wagon are underestimated by about 24% and 4% respectively,relative to the results calculated using a train model composed of several three-dimensional wagons.Correspondingly,the lateral and vertical displacement of outer rail are sequentially underestimated by nearly 20% and 8%.When a single-mass model is used at the ends of the train,and the number of the additional wagons simulated by the threedimensional dynamic model is 3,both the wheel-rail dynamic interaction of the middle target wagon and the track dynamic behaviour,can be reflected accurately.
To solve the synchronisation simulation problem for long trains and continuous elastic tracks,a representative case employing a train curving negotiation is used.A heavy-haul train-track coupled dynamic model is used to analyse the dynamic performance of the track structure with a 30 t axle-load train,when a coupler compressive force is applied to it.As implified principle is presented to simulate the dynamic interaction between the long heavy-haul train and the track.The general concept behind this method is replacing the large train-track coupled dynamic system by a finite number of three dimensional vehicle models,considering the foundation structure elasticity under the corresponding models.Thus,the motion freedom of the system can be significantly reduced.The results indicate that a long train can be treated as a shorter mixed train,composed of a single-mass vehicle model and a three-dimensional wagon model.As only one wagon is simulated by the detailed dynamics model,with the front and rear connected wagons considered as a single-mass model,conservativeresults are obtained.As the train negotiates a 400 m radius curve,simultaneously bearing a 2 200 kN coupler force,the lateral and vertical wheel-rail forces in the outer wheel of the wagon are underestimated by about 24% and 4% respectively,relative to the results calculated using a train model composed of several three-dimensional wagons.Correspondingly,the lateral and vertical displacement of outer rail are sequentially underestimated by nearly 20% and 8%.When a single-mass model is used at the ends of the train,and the number of the additional wagons simulated by the threedimensional dynamic model is 3,both the wheel-rail dynamic interaction of the middle target wagon and the track dynamic behaviour,can be reflected accurately.
引文
[1]耿志修.大秦铁路重载运输技术[M].北京:中国铁道出版社,2009:275-346.
[2]刘鹏飞.纵向冲动作用下重载列车与轨道动态相互作用研究[D].成都:西南交通大学,2015.
[3]ENGLISH G W,MOYNIHAN T W.Causes of accidents and mitigation strategies[R].Kingston:Tran Sys Research Ltd.,2007.
[4]CHEN D.Derailment risk due to coupler jack-knifing under longitudinal buff force[J].Proceedings of the Institution of Mechanical Engineers Part F Journal of Rail and Rapid Transit,2010,1(5):1-8.
[5]WU Q,SPIRYAGIN M,COLE C.Computing method for three-dimensional long train systemdynamics[C]∥Proc.of 25th International Symposium on Dynamics of Vehicles on Roads and Tracks.Rockhampton:Centre for Railway Engineering,2017:1-6.
[6]池茂儒,蒋益平,张卫华,等.长大重载列车系统动力学[J].交通运输工程学报,2011,11(3):34-40.CHI Maoru,JIANG Yiping,ZHANG Weihua,et al.System dynamics of long and heavy haul train[J].Journal of Traffic and Transportation Engineering,2011,11(3):34-40.
[7]罗世辉,封全保,杨俊杰.承受纵向压力时HXD2型重载机车动力学问题研究[J].铁道机车车辆,2008,28(增刊1):145-148.LUO Shihui,FENG Quanbao,YANG Junjie.Research on dynamics of the HXD2 heavy-load locomotive bearing longitudinal compressive strength[J].Railway Locomotive and Car,2008,28(Sup.1):145-148.
[8]赵鑫,孙丽霞,刘彬彬,等.2万t重载组合列车的从控机车运行安全性仿真研究[J].中国铁道科学,2012,33(增刊1):39-45.ZHAO Xin,SUN Lixia,LIU Binbin,et al.Simulation study on running safety of slave control locomotive of20 000 t heavy haul combined train[J].China Railway Science,2012,33(Sup.1):39-45.
[9]XU Ziqiang,WU Qing,LUO S,et al.Stabilizing mechanism and running behavior of couplers on heavy haul trains[J].Chinese Journal of Mechanical Engineering,2014,27(6):1211-1218.
[10]王开云,翟婉明.纵向压力作用下重载机车与轨道的动态相互作用[J].西南交通大学学报,2009,44(1):7-12.WANG Kaiyun,ZHAI Wanming.Dynamic interaction between heavy locomotive and track under longitudinal force of coupler[J].Journal of Southwest Jiaotong University,2009,44(1):7-12.
[11]翟婉明.车辆-轨道耦合动力学[M].第4版.北京:科学出版社,2015:11-89.
[12]LIU P F,ZHAI W M,WANG K Y.Establishment and verification of three dimensional dynamic model for heavy haul train track coupled system[J].Vehicle System Dynamics,2016,54(11):1511-1537.
[13]LIU P F,WANG K Y.Effect of braking operation on wheel-rail dynamic interaction of wagons in sharp curve[J].Proceedings of the Institution of Mechanical Engineering,2016Proc IMech E Part K:J Multi-body Dynamics,2017,231(1):252-265.
[14]刘鹏飞,王开云,张大伟.牵引及制动操纵对重载机车轮轨动力作用的影响[J].中国铁道科学,2017,38(2):96-104.LIU Pengfei,WANG Kaiyun,ZHANG Dawei.Influence of traction and braking operation on wheelrail dynamic interaction for heavy-haul locomotive[J].China Railway Science,2017,38(2):96-104.
[2]刘鹏飞.纵向冲动作用下重载列车与轨道动态相互作用研究[D].成都:西南交通大学,2015.
[3]ENGLISH G W,MOYNIHAN T W.Causes of accidents and mitigation strategies[R].Kingston:Tran Sys Research Ltd.,2007.
[4]CHEN D.Derailment risk due to coupler jack-knifing under longitudinal buff force[J].Proceedings of the Institution of Mechanical Engineers Part F Journal of Rail and Rapid Transit,2010,1(5):1-8.
[5]WU Q,SPIRYAGIN M,COLE C.Computing method for three-dimensional long train systemdynamics[C]∥Proc.of 25th International Symposium on Dynamics of Vehicles on Roads and Tracks.Rockhampton:Centre for Railway Engineering,2017:1-6.
[6]池茂儒,蒋益平,张卫华,等.长大重载列车系统动力学[J].交通运输工程学报,2011,11(3):34-40.CHI Maoru,JIANG Yiping,ZHANG Weihua,et al.System dynamics of long and heavy haul train[J].Journal of Traffic and Transportation Engineering,2011,11(3):34-40.
[7]罗世辉,封全保,杨俊杰.承受纵向压力时HXD2型重载机车动力学问题研究[J].铁道机车车辆,2008,28(增刊1):145-148.LUO Shihui,FENG Quanbao,YANG Junjie.Research on dynamics of the HXD2 heavy-load locomotive bearing longitudinal compressive strength[J].Railway Locomotive and Car,2008,28(Sup.1):145-148.
[8]赵鑫,孙丽霞,刘彬彬,等.2万t重载组合列车的从控机车运行安全性仿真研究[J].中国铁道科学,2012,33(增刊1):39-45.ZHAO Xin,SUN Lixia,LIU Binbin,et al.Simulation study on running safety of slave control locomotive of20 000 t heavy haul combined train[J].China Railway Science,2012,33(Sup.1):39-45.
[9]XU Ziqiang,WU Qing,LUO S,et al.Stabilizing mechanism and running behavior of couplers on heavy haul trains[J].Chinese Journal of Mechanical Engineering,2014,27(6):1211-1218.
[10]王开云,翟婉明.纵向压力作用下重载机车与轨道的动态相互作用[J].西南交通大学学报,2009,44(1):7-12.WANG Kaiyun,ZHAI Wanming.Dynamic interaction between heavy locomotive and track under longitudinal force of coupler[J].Journal of Southwest Jiaotong University,2009,44(1):7-12.
[11]翟婉明.车辆-轨道耦合动力学[M].第4版.北京:科学出版社,2015:11-89.
[12]LIU P F,ZHAI W M,WANG K Y.Establishment and verification of three dimensional dynamic model for heavy haul train track coupled system[J].Vehicle System Dynamics,2016,54(11):1511-1537.
[13]LIU P F,WANG K Y.Effect of braking operation on wheel-rail dynamic interaction of wagons in sharp curve[J].Proceedings of the Institution of Mechanical Engineering,2016Proc IMech E Part K:J Multi-body Dynamics,2017,231(1):252-265.
[14]刘鹏飞,王开云,张大伟.牵引及制动操纵对重载机车轮轨动力作用的影响[J].中国铁道科学,2017,38(2):96-104.LIU Pengfei,WANG Kaiyun,ZHANG Dawei.Influence of traction and braking operation on wheelrail dynamic interaction for heavy-haul locomotive[J].China Railway Science,2017,38(2):96-104.