地铁小半径曲线轨道扣件参数对钢轨波磨的影响
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摘要
针对地铁曲线线路中出现的钢轨波磨现象,基于地铁小半径曲线轨道上轮轨间蠕滑力饱和引起轮轨系统摩擦自激振动从而导致钢轨波浪形磨耗的理论,借助有限元方法,建立不同扣件类型的轮轨系统接触模型,并采用复特征值方法研究在车辆通过小半径曲线线路时轮轨系统的稳定性,研究不同扣件模拟方式及刚度对钢轨波磨的影响。对比计算结果可以发现:相比于使用弹簧阻尼单元,采用实体单元模拟扣件的模型结果更贴近现场数据;在轨下垫板与钢轨分别设置接触和固定连接的模型中,接触模型的仿真结果更加理想。由此可见,研究钢轨波磨时,接触模型是一种较为可取的仿真方式;一定范围内改变扣件的刚度对摩擦自激振动产生时对应频率的大小影响甚微,但扣件的垂向刚度值过小会使波磨现象更加严重。
Considering the rail corrugation of subway curve track,three different wheelset-rail models are established by utilizing FEM based on the theory that saturated wheel-rail creep forceinduces frictional self-excited vibration and results in rail corrugation of metro tight curve track. The motion stability of the wheelset-rail system is studied by exploiting the complex eigenvalue method to research the influence of different fastener parameters and vertical stiffness on rail corrugation when a vehicle negotiates a tight curve track. Results show that solid element used in the simulation model is able to simulate rail corrugation better than the spring-damper pairs. In comparison with the model of rail pad with fixed connection,the model of rail with contact connection is better to simulate rail corrugation,which shows that the contact-model is advisable in the rail corrugation research. Variations of fastener stiffness in a certain range have little impact on frequency of the frictional self-excited vibration.Nevertheless,the corrugation is more serious when vertical fastener stiffness is too small.
Considering the rail corrugation of subway curve track,three different wheelset-rail models are established by utilizing FEM based on the theory that saturated wheel-rail creep forceinduces frictional self-excited vibration and results in rail corrugation of metro tight curve track. The motion stability of the wheelset-rail system is studied by exploiting the complex eigenvalue method to research the influence of different fastener parameters and vertical stiffness on rail corrugation when a vehicle negotiates a tight curve track. Results show that solid element used in the simulation model is able to simulate rail corrugation better than the spring-damper pairs. In comparison with the model of rail pad with fixed connection,the model of rail with contact connection is better to simulate rail corrugation,which shows that the contact-model is advisable in the rail corrugation research. Variations of fastener stiffness in a certain range have little impact on frequency of the frictional self-excited vibration.Nevertheless,the corrugation is more serious when vertical fastener stiffness is too small.
引文
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[12] Chen G X,Zhou Z R,Ouyang H,et al. A finite element study on rail corrugation based on saturated creep force-induced self-excited vibration of a wheelset-track system[J]. Journal of Sound and Vibration,2010,329(22):4643-4655.
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[14] M. Oregui,Z. Li,R. Dollevoet. An investigation into the modeling of railway fastening[J]. International Journal of Mechanical Sciences,2015,92:1-11.
[15]钱韦吉.铁路轮轨和弓网系统摩擦自激振动瞬态动力学研究[D].成都:西南交通大学,2014.
[16]朱江南.高速客运专线轨下橡胶垫板的设计研究[D].长沙:中南大学,2013.
[17] Dasgupta S P,I. Chowdhury.Computation of rayleigh damping coefficients for large systems[J]. Electronic Journal of Geotechnical Engineering,2003(C):6855-6868.
[18]翟婉明.列车-轨道-桥梁动力相互作用理论与工程应用[M].北京:科学出版社,2011:88-89.
[19] Cui X L,Chen G X,Yang H G,et al.Effect of the wheel/rail contact angle and the direction of the saturated creep force on rail corrugation[J].Wear,2015,330-331(3):554-562.
[20]欧阳全裕.地铁线路平面曲线设计相关参数的确定[J].铁道标准设计,2003(7):5-6.
[2]李英.小半径曲线内轨波磨外轨无波磨原因的研究[J].表面技术,2017,46(8):134-139.
[3] Grassie S L,Kalousek J. Rail corrugation:Characteristics,causes,and treatments[J]. Proceedings of the Institution of Mechanical Engineers Part F Journal of Rail and Rapid Transit,2009,207(16):57-68.
[4] Grassie S L. Rail corrugation:advances in measurement,understanding,and treatment[J]. Wear,2005,258(7/8):1224-1234.
[5] Y. Sato,A.Matsumoto,K. Knothe.Review on rail corrugation studies[J]. Wear,2002,253(1/2):130-139.
[6] R.A.Clark. Slip–stick vibrations may hold the key to corrugation puzzle[J]. Railway Gazette International,1984,7:531-533.
[7]金学松,温泽峰,肖新标.曲线钢轨初始波磨形成的机理分析[J].机械工程学报,2008,44(3):1-8.
[8] Chen G X,Zhou Z R,Ouyang H,et al. A finite element study on rail corrugation based on saturated creep force-induced self-excited vibration of a wheelset-track system[J]. Journal of Sound and Vibration,2010,329(22):4643-4655.
[9]陈光雄,钱韦吉,莫继良,等.轮轨摩擦自激振动引起小半径曲线钢轨波磨的瞬态动力学[J].机械工程学报,2014,50(9):71-76.
[10] Cui X L,Chen G X,Zhao J W,et al. Field investigation and numerical study of the rail corrugation caused by frictional self-excited vibration[J]. Wear,2017,376:1919-1929.
[11] Yuan Y. An eigenvalue analysis approach to brake squeal problem[C]∥Proceedings of the 29th ISATA Conference,Automotive Braking Systems,Florence,Italy,June. 1996:3-6.
[12] Chen G X,Zhou Z R,Ouyang H,et al. A finite element study on rail corrugation based on saturated creep force-induced self-excited vibration of a wheelset-track system[J]. Journal of Sound and Vibration,2010,329(22):4643-4655.
[13]李霞.地铁钢轨波磨形成机理研究[D].成都:西南交通大学,2012.
[14] M. Oregui,Z. Li,R. Dollevoet. An investigation into the modeling of railway fastening[J]. International Journal of Mechanical Sciences,2015,92:1-11.
[15]钱韦吉.铁路轮轨和弓网系统摩擦自激振动瞬态动力学研究[D].成都:西南交通大学,2014.
[16]朱江南.高速客运专线轨下橡胶垫板的设计研究[D].长沙:中南大学,2013.
[17] Dasgupta S P,I. Chowdhury.Computation of rayleigh damping coefficients for large systems[J]. Electronic Journal of Geotechnical Engineering,2003(C):6855-6868.
[18]翟婉明.列车-轨道-桥梁动力相互作用理论与工程应用[M].北京:科学出版社,2011:88-89.
[19] Cui X L,Chen G X,Yang H G,et al.Effect of the wheel/rail contact angle and the direction of the saturated creep force on rail corrugation[J].Wear,2015,330-331(3):554-562.
[20]欧阳全裕.地铁线路平面曲线设计相关参数的确定[J].铁道标准设计,2003(7):5-6.